Trystan Casey
Electric helicopters are already a reality, with several companies introducing electric helicopters in the last decade. For example, Tier 1 Engineering flew a helicopter powered by a magniX electric propulsion unit, and Uber is building electrically powered aircraft with VTOL capability. However, electric helicopters come with their own set of challenges, such as battery technology limiting flight time and the complexity of a rotor head. Despite these challenges, electric helicopters offer several advantages, such as reduced noise, emissions, and vibration, as well as shorter maintenance periods.
| Characteristics | Values |
|---|---|
| Possibility of electric helicopters | Yes, companies like Uber are building electrically powered aircraft with VTOL capability. |
| Power source | Electric motors, batteries, and fuel cells |
| Battery type | Lithium-ion, LiPo, NiMH, NiCad |
| Performance | Enough performance for an eHelo with off-the-shelf components |
| Configuration | Single main, coaxial, multicopter, etc. |
| Flight time | Around 20-30 minutes |
| Noise, emissions, and vibration | Lower than conventional helicopters |
| Maintenance | Shorter maintenance periods |
| Safety | Auto-rotate for a safe landing in case of power loss |
| Weight | Electric motor and controller system: 180 lb (82 kg); Empty weight: close to 2,050 lb (930 kg) |
| Cooling | Air-cooled batteries, motors, and electronic components |
| Charging | Requires computerized LiPo chargers and power supplies |
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What You'll Learn
Electric helicopters are possible
In 2022, Tier 1 Engineering flew an electric helicopter powered by a magniX electric propulsion unit. Tier 1 is developing the helicopter for Lung Biotechnology PBC, a biotech company working to address the shortage of transplantable organs in the US. Lung Biotechnology eventually plans to have a fleet of electric aircraft delivering organs to hospitals. This eR-44 could be the first of a fleet of electric rotorcraft for this purpose.
The Tier 1 eR-44 helicopter is not the first electric helicopter to be flown. Several other companies have introduced electric helicopters in the last decade. For example, in 2010, Sikorsky announced the Firefly as a technology demonstrator, calling it the world's first "all-electric" helicopter. The Firefly was created by replacing the engine of the S-300C light helicopter with an electric motor, a new motor mount, and two battery packs. The project was inspired by electric drag cars and was intended to demonstrate the technology required for vertical electric flight. The Firefly never entered production, but other companies have since developed their own electric helicopters.
Piasecki Aircraft Corp. (PIAC), for instance, has announced that it is developing the world's first hydrogen-powered helicopter. This aircraft will consist of a battery, hydrogen tank, power inverter, electric motor, computer controller, four cooling fans, and an oxygen tank. Additionally, Uber is building electrically powered aircraft with VTOL capability. These aircraft use drone-like technology to drive multiple rotors and use them for stability and control.
Electric helicopters are also a popular choice for RC (remote-controlled) helicopters. As LiPo batteries continue to come down in cost, they have become the standard choice for electric RC helicopters, although some smaller and cheaper RC helicopters still use NiMH and NiCad type battery packs.
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Electric motors and batteries
One notable example of an electric motor used in a helicopter is the high-efficiency electric motor powering the Sikorsky Firefly. This motor, weighing approximately 82 kg (180 lb), is capable of producing about 370 volts and is powered by two lithium-ion battery packs, each weighing 265 kg (585 lb). The use of lithium-ion batteries is becoming more prevalent in electric helicopters due to their decreasing cost and improved performance over other battery types, such as NiMH and NiCad.
Tesla motors and batteries are also mentioned as potential options for electric helicopter propulsion systems, showcasing the adaptability of electric vehicle technology to aerial applications. However, it is important to consider the limitations of current battery technology, as highlighted by one source. The capacity and maximum output rate of batteries can restrict flight time, presenting a challenge for the endurance of electric helicopters.
To address this, companies like Lung Biotechnology PBC are working on the development of electric helicopters to transport organs to hospitals. Their collaboration with Tier 1 Engineering resulted in a successful flight of an electric helicopter powered by a magniX electric propulsion unit, demonstrating the potential for commercially viable electric rotorcraft.
Overall, the selection of electric motors and batteries is critical in the design of electric helicopters, and advancements in these technologies will play a significant role in improving the performance and range of electric vertical takeoff and landing (eVTOL) aircraft.
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Rotor blade configuration
The rotor blade configuration of an electric helicopter is a critical aspect of its design and performance. The number of rotors and blades per rotor can vary, and each configuration has its advantages and considerations.
A common configuration for helicopters is to have two rotors in a single line, with each rotor comprising two or more blades. For instance, the Bell 212 has two blades per rotor, while the Bell 412 has four. Increasing the number of blades can have benefits, such as reduced vibration as observed when the UH-72 changed from a four-blade to a five-blade rotor configuration. However, it is important to select the appropriate blade set diameter (length) based on the maximum loaded gross weight of the helicopter, which includes the weights of the aircraft, pilot, passenger, fuel, oil, and baggage.
Another configuration to consider is the use of four rotors in an "X" configuration, known as a quad rotor or quadrotor. This design offers mechanical simplicity, especially for small aircraft like drones, as it only requires four moving parts. Pitch, yaw, and roll can be controlled by adjusting the relative lift of different rotor pairs without changing the total lift.
Intermeshing rotors are another option, where two rotors turn in opposite directions, with the rotor masts mounted at a slight angle to each other to prevent the blades from colliding. This configuration, also known as a synchropter, offers high stability and powerful lifting capability.
Additionally, for electric helicopters, the use of drone-like technology with multiple rotors can provide stability and control while avoiding the complexity of a rotor head. This approach has been explored by companies like Uber for electrically powered aircraft with vertical takeoff and landing (VTOL) capabilities.
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Prototype costs
The cost of building an electric helicopter prototype depends on various factors, including the type of aircraft configuration, choice of motors and batteries, and the complexity of the design.
For instance, building a prototype with a coaxial rotor hub would be more expensive than using off-the-shelf components like Tesla motors and batteries for a simpler design. The choice of motors and batteries can significantly impact costs, as high-performance options can be more expensive.
Additionally, the size and weight of the prototype influence material costs. For example, the Sikorsky Firefly, an all-electric helicopter built for research, used a high-efficiency electric motor powered by two 45Ah lithium-ion battery packs, each weighing 585 pounds (265 kg) and costing several thousand dollars.
The development of the Firefly was estimated to cost around $15 million, including the cost of the helicopter, battery packs, and other modifications. However, this project was inspired by observing electric drag cars, which may have influenced the design and cost structure.
Overall, the cost of building an electric helicopter prototype can vary depending on the specific design, choice of components, and development process. It is essential to consider the trade-offs between performance, weight, and cost when selecting motors, batteries, and other critical components.
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Battery life
The battery life of electric helicopters is a key consideration when assessing their feasibility. Electric aircraft are seen as a way to reduce the environmental impact of aviation, providing zero emissions and quieter flights. While electric helicopters have been flown since at least 1917, most crewed electric aircraft today are experimental prototypes.
The battery technology used in electric helicopters has improved significantly over time. Lithium-ion batteries, such as those used in the Sikorsky Firefly, have higher energy density and power output capabilities. However, the Firefly's batteries have an endurance of around 15 minutes, which is a limitation for longer flights. To address this, some electric helicopters, such as the Tier 1 Engineering R44, have utilised multiple battery packs to extend their range, setting records for the farthest distance travelled by an electric helicopter.
The use of ultracapacitors, which can charge and discharge faster and have a longer lifespan than batteries, has been proposed as an alternative to traditional batteries. However, ultracapacitors have lower energy density and are more expensive.
To make electric helicopters more practical for longer-range missions, advancements in battery technology are necessary to increase power storage and energy density. This includes exploring novel battery chemistries to improve efficiency and reduce the environmental impact of aviation.
In summary, while electric helicopters have demonstrated promising improvements in battery technology, further advancements in power storage and energy density are required to extend their range and make them more feasible for long-distance travel.
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Frequently asked questions
Yes, it is possible to build electric helicopters. However, electric helicopters come with their own set of challenges.
The main challenge with electric helicopters is the limitation of current battery technology. Batteries can only hold a certain amount of power and can only output it at a maximum rate, which affects the flight time. Additionally, the complexity of the rotor head design and the cost of certain battery types, like LiPo, can also be challenging.
The Sikorsky Firefly, a modified S-300C, is often cited as an example of an electric helicopter. It was announced in 2010 and is considered the world's first "all-electric" helicopter. Tier 1 Engineering also developed an electric helicopter, powered by a magniX electric propulsion unit, in collaboration with Lung Biotechnology PBC.
Electric helicopters offer several advantages over traditional helicopters. They are expected to fly with reduced noise, emissions, and vibration, resulting in shorter maintenance periods. They also avoid the complexity of a rotor head, as seen in drone-like technology, and eliminate the need for expensive fuel.
