Strategies employed to enhance more electric aircraft market have been varying from product launch, acquisitions, partnerships, agreements, and contracts. This segment provides comprehensive insights regarding several development activities that the key players in the industry are adopting to compete directly. To lead the market as well as engage in the process of overall market growth, a company needs to introduce new products to the market, improve the existing products’ framework, work in collaboration with the top market leaders or win new contracts, and acquire the relatively weaker companies into its stronghold.
The more electric aircraft has been one of the focused areas in the aviation industry. On the basis of system, the more electric aircraft is segmented into power generation, power distribution, power conversion, and energy storage. In an MEA, onboard electrical power systems (EPSs) have become crucial for flight operations and safety, as they need to generate, distribute, and employ increasing amounts of electrical power.
The more electric aircraft has paved the way to enhance various applications, which include power generation management, passenger comfort, air pressurization and conditioning, configuration management, and flight controls and operations. With the aircraft operators focusing on providing enhanced passenger experience, the development of more electric aircraft will provide electrical energy for avionics equipment such as navigation and flight control, cabin systems such as lights, galleys, and in-flight entertainment, and pumps, among others.
The outbreak of the coronavirus has created huge impact on the various aircraft manufacturers as well as the aircraft system manufacturers and providers. The pandemic has caused a steep fall in the air traffic, hence the companies in the aviation sector have faced tremendous decline in their businesses as well as delay in their supply chain. For instance, Safran encountered a slight decrease in propulsion segment due to a decline in the deliveries of LEAP-1B engines. In addition to this, the production planned for CFM56 engines has also come down. Moreover, not only Safran faced decline in its business operations but other more electric aircraft system manufacturers and providers have witnessed the decline in their business operations due to the pandemic.
In addition to this, the pandemic has caused travel ban across the globe, hence having a huge impact on the air traffic as well as aircraft being on ground. Air travel has been impacted the worst due COVID-19, with numerous countries imposing travel bans on international passenger flights. Moreover, if travel restrictions will be relaxed, it would take a while for international travel to return back to the levels witnessed in recent years, as there are uncertainties regarding the timing of availability of vaccines for the novel coronavirus. This has also resulted in the decrease of aircraft orders and major aircraft manufacturers such as Boeing and Airbus have not registered any new orders as of May 2020. In addition to this, aircraft components and aftermarket businesses, both are anticipated to decline in the near future.
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The development of more electric aircraft, as well as the move toward all-electric aircraft, highly depends on power generation management, wherein engine and generator management, and fuel supply play a vital role. For on-board power generation, the main aircraft engine is usually the prime mover, wherein the speed varies across a wide range, from inactive to full power. Hence, the main aircraft engine variable speed signifies the main challenge in the adoption of the three-stage wound-field synchronous generator.
In particular, MEA programs are focused on enhancing reliability, fault-tolerant capability, and power quality of existing MEA systems, to reduce both fuel consumption and weight of aircraft secondary power systems. The transition to a more electric architecture, the adoption of energy-efficient engines, and the intensive use of lightweight composite materials have attributed to a considerable reduction of the B787’s operating cost with respect to its predecessor B767-300/ER.
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