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A.M. De Rato Pueyo
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2 records found
1
Master thesis
(2026)
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A.M. De Rato Pueyo, M.F.M. Hoogreef, Erick Espinosa-Juárez, Christopher Jouannet
The economic case for hybrid-electric aircraft is often assessed on a single design mission, with less attention to airline network constraints and battery ageing. This paper presents a feedforward framework coupling conceptual aircraft sizing with a mixed-integer linear programming (MILP) tail-routing model that embeds battery degradation directly in the fleet operatingcost objective. Hybrid-electric variants of a regional turboprop (design ranges 600 to 1400 km, hybridisation 0 to 30%) are evaluated across two European networks and three economic scenarios. Under the reference cost assumptions, hybridising the reference aircraft raises cost per available seat kilometre (CASK) by about 17%, driven by utilisation, since charging lengthens turnarounds and requires an extra aircraft to serve the same demand. Modelling battery degradation changes the charging strategy: a fixed-coefficient degradation formulation selects schedules whose audited battery cost is 75% higher than self-assessed, yet the choice between plausible ageing scenarios reprices operations by only ±2%. Range margin, nearly free conventionally, costs up to 26% of CASK at high hybridisation, and under high fuel prices the cost-minimising design decouples from the minimum-weight design by 4 to 6%. Network operations and battery ageing can be first-order inputs to regional hybrid-electric aircraft design.
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The economic case for hybrid-electric aircraft is often assessed on a single design mission, with less attention to airline network constraints and battery ageing. This paper presents a feedforward framework coupling conceptual aircraft sizing with a mixed-integer linear programming (MILP) tail-routing model that embeds battery degradation directly in the fleet operatingcost objective. Hybrid-electric variants of a regional turboprop (design ranges 600 to 1400 km, hybridisation 0 to 30%) are evaluated across two European networks and three economic scenarios. Under the reference cost assumptions, hybridising the reference aircraft raises cost per available seat kilometre (CASK) by about 17%, driven by utilisation, since charging lengthens turnarounds and requires an extra aircraft to serve the same demand. Modelling battery degradation changes the charging strategy: a fixed-coefficient degradation formulation selects schedules whose audited battery cost is 75% higher than self-assessed, yet the choice between plausible ageing scenarios reprices operations by only ±2%. Range margin, nearly free conventionally, costs up to 26% of CASK at high hybridisation, and under high fuel prices the cost-minimising design decouples from the minimum-weight design by 4 to 6%. Network operations and battery ageing can be first-order inputs to regional hybrid-electric aircraft design.
Bachelor thesis
(2024)
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J.H.W. del Canho, I. Cecelja, M.J. van Egmond, H. Hakk, E. Lazzaroli, M. Michielsen, T. Radoslavova, A.M. De Rato Pueyo, F.R. Skrobisz, M.D.J. Wilbrink, B. Kumru
This work presents the design of the HAROLD, a partially wooden electric vertical take off and landing vehicle. The design covers the main aircraft subsystems, while also conceptually sizing a ground station to operate with the aircraft.
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This work presents the design of the HAROLD, a partially wooden electric vertical take off and landing vehicle. The design covers the main aircraft subsystems, while also conceptually sizing a ground station to operate with the aircraft.