Fuel Cell Propulsion Analysis of All-Electric Airplanes and

Fuel Cell Propulsion Analysis of All-Electric Airplanes and the ENFICA-FC Project Status Advanced Energy Resources Conference – IFCBC #6 Tel-Aviv University, 4 February 2010 Z. Shavit Israel Aerospace Industries, Engineering Division, Ben-Gurion Airport, 70100, Israel Unclassified 1

Fuel cells powered airplanes and UAVs demonstrators תוכן העינינים 1. סטטוס בעולם של מל"טים עם הנעת תאי דלק 2. סטטוס פרויקט מו"פ אירופה ) – ( ENFICA-FC הדגמה של מטוס דו מושבי עם הנעת תאי דלק 3. אנליזה של מטוס בין-עירוני המונע בתאי דלק 2 Unclassified

HALE UAV with Fuel Cell Propulsion & Liquid Hydrogen Fuel ($120 M Program) Aero. Vironment’s Global Observer HALE platform will be able to operate at 65, 000 feet (19. 8 km) for over a week with a flexible payload-carrying capacity of up to The demonstrator was a scale down. UAV with a 15 meter 1, 000 pounds (453 kg) and has a wingspan of 80 meter. Unclassified 3

Global Observer – Reasons for Fuel Cell Propulsion & Liquid Hydrogen Fuel Ø Too many limitations with solar-powered systems over the near term and mid-term. ü Solar Cell cost ü Latitude limitations for overnight flight during winter months ü Payload weight/power limitations SOLAR IMPULSE Ø FC and liquid hydrogen vs. ICE engines with fossil fuel ü 4 to 8 times fewer takeoff and landing ü 1. 5 to 2 fewer aircraft ü 10 to 50 times less fuel consumed annually Boeing Condor Unclassified 4

Puma Small UAS Achieves Record Flight Time Using Fuel Cell Battery Hybrid System Ø Aero. Vironment (AV) contract with the U. S. Air Force Research Laboratory (AFRL) $4. 7 million, five-year IDIQ contract March 7, 2008. The fuel cell hybrid-powered Puma flew for over nine-hours ØFuel cells propulsion by Protonex Technology Corporation ØWith a wingspan of 8. 5 feet and weight of 12. 5 pounds Ø Lightweight, hand-launched UAS that provides aerial observation at line-of-sight ranges up to 10 kilometers (Color and IR cameras) Unclassified 5

The Naval Research Laboratory's (NRL's) Ion Tiger Fuel Cell Unmanned Air Vehicle Completes 23 -Hour Flight (Oct. 15, 2009) Ø 550 -Watt fuel cell Ø Has about 4 times the efficiency of a comparable internal combustion engine. Ø The system provides 7 times the energy in the equivalent weight of batteries. Ø The Ion Tiger weighs approximately 37 pounds and carries a 4 to 5 pound payload. Unclassified 6

Hyfish - An unmanned jet powered by hydrogen fuel-cell technology Ø development between DLR and its international partners, including Horizon Fuel Cell Technologies of Singapore. Ø Weight 6 kg, speeds reaching 108 KNOTS Ø Fuel Cells propulsion with 1 k. W power and 3 kg weight Unclassified 7

United Technologies Research Center (UTRC) Pioneers Fuel Cell-Powered Rotorcraft Flight The latest step in fuel cell flight has taken to the skies with the world’s first hydrogen helicopter flew for more than 20 minutes. Ø The power plant is a PEM fuel cell prototype developed by UTRC and based on UTC Power proprietary fuel cell technology. Ø A 4200 psi hydrogen source and air were used. Ø Maximum output power was 1. 75 k. W. Ø System power density exceeded 500 W/kg. Ø Self sustained system, with the power plant automatically started with hydrogen supply and no additional batteries. Ø 5 lb. payload capable Unclassified 8

IAI is involved together with the European R&D in a research project the: ENvironmentally Friendly Inter City Aircraft powered by Fuel Cells (ENFICA-FC) The idea behind the project is a future all-electric propulsion inter-city aircraft (10 -15 seats) or air-taxi aircraft (4 -8 seats) that could be completely equipped by fuel cells, realizing in such way a more silent and less polluting aircraft that will be able to takeoff and land from congested urban areas using short airfields. Unclassified 9

ENFICA-FC Consortium 1. POLITECNICO TORINO (Coordinator) POLITO Italy 2. METEC (Adm. Management) METEC Italy 3. ISRAEL AEROSPACE INDUSTRY IAI Israel 4. EVEKTOR EVE Czech Rep. 5. JIHLAVAN Airplanes JA Czech Rep. 6. INTELLIGENT ENERGY IE United Kingdom 7. AIR PRODUCTS APL United Kingdom 8. UNIV. LIBRE de BRUXELLES ULB Belgium 9. UNIV. PISA dept. Electric&Automation DESA Italy Unclassified 10

A two-seat electric-motor-driven airplane powered by fuel cells was already developed by the ENFICA-FC consortium and will be validated by flight-test, by converting a high efficiency aircraft. JIHLAVAN Airplanes Skyleader 500 LSA (RAPID 200) Unclassified 11

The Two Seater Demonstrator (Owned by POLITO) Unclassified 12

Air Taxi Feasibility study regarding transport aircraft propulsion systems that can be provided by fuel cell technologies. Aircraft Typologies Small Commuter Three Different Typologies of Aircraft have been studied: ü Air Taxi (EVEKTOR) ü Small Commuter (EVEKTOR) ü Regional Jet (IAI) Regional Jet Unclassified 13

Preliminary Definition Of The Fuel Cell Propulsion System For Various Transport Airplanes 1. Propulsion system for the Two-seat airplane - About 45 k. W PEM fuel cell engine with 9 kg of gaseous hydrogen fuel. 2. Propulsion system for the Air-taxi airplane About 180 k. W PEM fuel cell engine or two 90 k. W PEM fuel cell engines with 40 kg of liquid hydrogen fuel. 3. Propulsion system for the All-electric fuel cell Inter-city airplane - About two 250 k. W PEM fuel cell engine with 100 kg of liquid hydrogen fuel. 4. SOFC Power Unit for the More-electric 32 passengers regional jet airplane - 85 k. W SOFC Power Unit. Unclassified 14

Feasibility Of The Fuel Cell Propulsion System For Various Transport Airplanes All-Electric Two-seat 2 Passenger All-Electric Air-Taxi 4 Passenger All-Electric Inter-City 9 Passenger More-Electric Regional Jet 32 Passenger 45 180 500 85 PEM PEM SOFC 600* 800* 300* 200 250 300 720 0 -10, 000 0 -30, 000 6. 5 5 5 9 40 100 50 Gaseous H 2 Liquid H 2 Kerosene 6 -8% 30% 35% - System Power [k. W) Fuel Cell Technology Minimum fuel cell feasible / practical technology [W/kg] Typical true flight speed [KM/HR] Altitude [ft] Max Flight time [HR] Fuel weight [kg] Fuel Minimum hydrogen storage efficiency feasible / practical technology * Stack + auxiliary systems Unclassified 15

Automotive Stack Targets • a Excludes hydrogen storage, Unclassified power electronics, electric drive and fuel cell ancillaries: thermal, water and air management systems. • b Power refers to net power (i. e. , stack power minus auxiliary power). Volume is “box” volume, including dead space. • c Average of data from selected industry press releases issued in 2004 and 2005. • d Ratio of output DC energy to lower heating value of hydrogen fuel stream. Peak efficiency occurs at about 25% rated power. Assumes system efficiency is 92% of stack efficiency. • e Based on 2002 dollars and cost projected to high-volume production (500, 000 stacks per year). • f Status is from 2005 TIAX study and will be periodically updated. • g Durability is being evaluated through Technology Validation activity. Steady-state stack durability is 20, 000 hours (See Table 3. 4. 5). • h Based on the test protocol to be issued by DOE in 2007. • i Includes electrical energy and the hydrogen used during the start-up and shut-down procedures. • j 8 -hour soak at stated temperature must not impact 16 subsequent achievement of targets.

Automotive System Targets Unclassified • a Targets exclude hydrogen storage, power electronics and electric drive. • b Ratio of DC output energy to the lower heating value of the input fuel (hydrogen). Peak efficiency occurs at about 25% rated power. • c Based on corresponding data in Table 3. 4. 3 divided by 3 to account for ancillaries. • d Based on 2002 dollars and cost projected to high-volume production (500, 000 systems per year). • e Status is from 2005 TIAX study and will be periodically updated. • f Includes electrical energy and the hydrogen used during the start-up and shut-down procedures. • g Durability with cycling is being evaluated through the Technology Validation activity. Steady-state stack durability is 20, 000 hours (See Table 3. 4. 4). • h Based on test protocol to be issued by DOE in 2007. • i 8 -hour soak at stated temperature must not impact subsequent achievement of targets. 17

Honda FCX Clarity Fuel Cell Vehicle $600/month leasing in USA http//: automobi les. honda. com/f cx-clarity/ Hydrogen Tank Fuel Cell stack PEM Fuel Cell stack with power output of 100 k. W, Weight 148) lbs), Power density 1500 W/kg, Size 57 liters, with 4 kg of compressed hydrogen, 450 km range Unclassified 18

Ballard® fuel cell power Mark 1100™ 99 k. W / 110 kg = 900 W/kg (Not includes the radiator, the compressor and the air filter) Unclassified 19

Modifications From ISC-TP To IICFC-10 P Ø Fuselage Extension 2. 75 m. Ø New Doors and Windows Arrangement. Ø New Wing Design (enlarging the wing area by 50%, and increasing the wing aspect ratio by 25% ). Ø No pressurization of the fuel cell airplane Ø Transform into a triple surfaces Configuration (A Canard was Added ). Ø Internal Design for 10 Pass including Galley, lavatory and closet. Ø Cockpit Design. Ø New and Inverse Engine Nacelle (Pusher Engine) Including Internal arrangement. Ø New Sizing for the Tails. Ø Relocation of landing gears and redesign of ground lines. Ø New wing Fuselage faring. Ø Relocation and redesign of main landing gear bay and fairing Unclassified 20

Internal Design Cockpit Nose Landing Gear Galley & Closet Aircraft Systems Installations 10 passengers Cabin Lavatory Main Landing Gear Bay Unclassified Wing Assy. Hydrogen Tank 85 ft 3 Cargo Bay 21

H 2 Storage System Requirements* *Source: ENFICA-FC Deliverable D 4/4 b Analysis, Installation And Mission Performance Of The Fuel Cell All-electric Intercity Transport Aircraft, Table 5 -8, pp. 30 Unclassified 22

Hydrogen Tank Volume & Location Lavatory Hydrogen Tank Cargo Ø 1. 73 m 2. 75 m Unclassified 23

Intercity FC Powered All Electric A/C Unclassified 24

Engine Nacelle Heat Exchanger Fuel Cells Stacks Electric Motor (Water or Air cooled) Prop Ø 2. 6 m Air Intake Spinner Additional Volume For The Fuel Cell Supporting Systems Tubing, Pumps, valves etc. Unclassified Electric Motor Inverter 25

The Fuel Cell Propulsion Components ü Fuel cell stacks ü Fuel cells auxiliary systems ü Air intake and heat exchanger ü Electric motor (water or air cooled) ü Electric motor's & driver/inverter ü The propeller Unclassified 26

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Pros and Cons of the Fuel Cell Intercity Airplane Relative to Typical Turboprop Commuter Airplane (First Iteration Data) All-Electric Fuel Cell Intercity Airplane Small Commuter Turboprop Airplane NO Carbon monoxide, Carbon dioxide, Sulfur oxides, Nitrous oxides and soot. Noise LOW HIGH Easy start up of engine YES Starter Power plant power density 400 W/kg (including the driver & electrical motor) 3000 W/kg High Cruise Speed [km/hr] 320 550 10, 000 30, 000 1500 2300 pollution Service Ceiling [ft] Range [km] Unclassified 28

Fuel Cells Propulsion System - Projected Technology (We assumed In our study) 1. Projected COTS Technology fuel Cells + electric motor + inverter 1/Power Density = 1/500 + 1/1000 + 1/4500 >>> Power Density=310 W/kg 2. Projected Intermediate Technology fuel Cells + electric motor + inverter 1/Power Density = 1/650 + 1/1300 + 1/6000 >>> Power Density=405 W/kg 3. Projected Advanced Technology fuel Cells + electric motor + inverter 1/Power Density = 1/800 + 1/1600 + 1/7500 >>> Power Density=500 W/kg DOE Road Map for 2010 >>>>> Power Density = 650 W/kg Unclassified 29

PEMFC Cost Ø Max. power required: 600 [k. W] Ø Max. power margin: 10% (included) Ø PEMFC cost per k. W: 30 [$/k. W] (for automotive application) Ø Aviation to Automotive Factor: 10 ü Smaller quantity ü Aviation standard (weight & safety) ü Added compressor for 30 [kft] flight Ø PEMFC cost: 180, 000 [$] Unclassified 30

Propulsion Cost Summary Unclassified 31

Estimate Production Cost Comparison between the Turbo-Prop Commuter (ISCTP-10 P) and the All-Electric Fuel Cell Inter-City Commuter Airplane (IICFC-10 P) Unclassified 32

Flight hour operation cost distribution comparison Unclassified 33

Small Turbo-Prop commuters average true speed comparison & MAX Number of Passengers Unclassified 34

Small Turbo-Prop commuters ASM cost comparison * ASM cost = Flight Hour cost / (#passengers x Miles/hr) Unclassified 35

Operating Cost Conclusions Ø Flight Hour operation cost üThe all-electric fuel cell inter-city airplane is the cheapest due to very low fuel expense and low propulsion maintenance cost Ø Operation Cost per Mile per passenger (ASMAvailable Seat Mile cost) üthe all-electric fuel cell inter-city airplane has the highest ASM cost Unclassified 36