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16 Think:Act Aircraft Electrical Propulsion The barriers to Electrical Propulsion. Despite the clear enthusiasm for electrically-propelled aircraft demonstrated by the plethora of new develop- ment programmes launched, a significant number of bar- riers remain, spanning market demand, technology, and regulation. In this section we describe some of the barri- ers that Electrical Propulsion will have to overcome. MARKET DEMAND The first and foremost barrier for applications such as Urban Air Taxis is that of demonstrating whether there is market demand at a price that generates an accept- able return on investment to cover development and operating costs. In many ways the arguments in favour of Urban Air Taxis are reminiscent of those put forward in favour of air taxi companies operating Very Light Jets (see "A brief history of aerospace innovations"). Roland Berger's research from that period demonstrated that the most economical way to satisfy demand for air taxi services would be with a 30 year old piston-engined air- craft that would be very cheap to operate, relatively quiet, have a short take-off run, be capable of operating from secondary airports close to city centres, and only require a single pilot; since such air taxi services do not currently exist, the proposed Urban Air Taxis will have to demonstrate considerable utility over and above zero emissions in order to be viable. Furthermore, Urban Air Taxi programmes will need to break the traditional aero- space cycle of development cost over-runs and schedule delays – but perhaps this is just where the injection of outside experience and flexibility will overcome the tra- ditional aerospace modus operandi. Similar challenges will also exist in the regional air- craft segment. Although the 40-50 seat regional aircraft market was buoyant in the late 1990s and early 2000s, re- cently airlines have switched to buying larger regional aircraft in the 70-90 seat category owing to the high per- seat cost of smaller aircraft. As many of the initial set of electrically-propelled regional aircraft appear to be tar- geted at the moribund smaller end of the regional aircraft market, the manufacturers will have to convince the air- lines of the value proposition these new products will of- fer. Furthermore, regional jets typically fly 6-8 sectors per day, so any all-electric regional aircraft will need either very rapid re-charging capability, or the ability to ex- change depleted batteries for freshly-charged batteries within the time of the aircraft's turnaround at the gate. TECHNOLOGY The technical barriers to currently envisaged electrical- ly-propelled aircraft can be grouped into two types: those that relate directly to the electrical system, and those that are linked to the planned applications of the aircraft under development. We discuss the former first, and then touch upon the latter. BATTERY PERFORMANCE High battery storage capacity and low weight are clearly crucial to all-electric and hybrid-electric architectures, and in order to begin to allow the creation of products with commercially viable payload-range characteristics, it is generally accepted that electrical storage systems need an energy density of at least 500 Wh/kg. The highest com- mercial batteries today range from 150-250 Wh/kg, with Tesla's 21-70 battery having a reported energy density of 250-320 Wh/kg. Roland Berger's analysis suggests that the current trajectory of Lithium-ion battey development will bring gravimetric density to c. 400-450 Wh/kg by the mid-2020s. However, further development or new battery chemistries will need to reach the 500 Wh/kg mark, and even if batteries do reach this level, the energy storage density will still be a factor of 25 lower than the approxi- mately 12 kWh/kg delivered by jet fuel. In addition to highPDF Image | Aircraft Electrical Propulsion The Next Chapter of Aviation 2017
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