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to carry out its first full-scale demonstration flight by the end of 2017. Concurrently Airbus remains on the lookout for potential investments in start-ups through Airbus Ventures. Boeing, on the other hand, has cho- sen a largely opportunistic approach by dedicating its venture capital arm HorizonX to finding promising start-ups to invest in, often along with partners, includ- ing the Zunum regional aircraft programme. REGIONAL/BUSINESS AIRCRAFT In the next size category up are Regional and Business Aircraft with a range between 500-1,000 km that are tar- geting both commercial inter-city transport and busi- ness/general aviation use by corporations and high net worth individuals. Developments in this segment are evaluating both hybrid- and all-electrical propulsion and have a business case related not only to the replace- ment of current non-electric aircraft, but also to compet- ing with road- or rail-based transportation, drawing on the benefits of Electrical Propulsion in terms of reduced noise and zero emissions. New ventures launched in this segment include Evi- ation's Alice project, a nine passenger all-electric com- muter and business aircraft planned to first fly in late 2018, whilst others appear a little further behind in development such as XTI Aviation's TriFan 600 (a six- seat hybrid-electric VTOL business aircraft) and an ini- tial product from Zunum Aero, which is developing commercial aviation platforms of three different sizes, with the smallest and first-to-market variant being a 10-seater regional aircraft. Regional/Business Aircraft are also being considered by some companies as test beds, subsequently to be scaled up to larger platforms. Existing aerospace and aviation companies are thus also active in this segment. Boeing, for example, has recently partnered with JetBlue to co-invest in the aforementioned Zunum Aero, which plans to eventually scale up its regional development to a 50-seater platform. LARGE COMMERCIAL AIRCRAFT The well-documented barriers to entry in the Large Commercial Aircraft (LCA) segment mean that most of the development activity in electrically-propelled LCAs has focused on the incumbents, Airbus and Boeing. Airbus has already gone so far as to release a roadmap to the first electric Large Commercial Aircraft – though without a predicted entry into service date – in pursuit of Think:Act 13 Aircraft Electrical Propulsion the company's long-term goal of developing a single aisle aircraft with a hybrid-electric configuration. This size of aircraft would require around 40 MW of power for take- off and 20 MW for cruise, in support of which Airbus is developing a demonstrator aircraft called the E-Fan X in the 2 MW class that is scheduled to fly within the next 3 years. In parallel, Boeing has also released a roadmap to an electrically-propelled aircraft by around 2030, building on the achievements of the More Electric 787 and demon- strating the way in which the More Electric Aircraft tech- nology described earlier is complementary to, and paves the way towards, Electrical Propulsion. G In a challenge to the incumbents, Wright Electric, a new start-up staffed by a team previously funded by NASA, has a goal that all short-haul flights should be electrically-powered within the next 20 years. In support of this goal, Wright Electric has announced its intention to build a 150-seat electrically-propelled aircraft within a decade to compete with the smaller members of the A320 and 737 families. The company is taking an oppor- tunistic approach to exactly which technologies will be employed, indicating that if battery technology ad- vances with sufficient speed then the aircraft will be all-electric, whilst if progress on batteries is slower, then a hybrid-electric approach will be adopted instead. These technical barriers to Electrical Propulsion are ex- plored in more detail in the next section.PDF Image | Aircraft Electrical Propulsion The Next Chapter of Aviation 2017
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