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22 Think:Act Aircraft Electrical Propulsion Many of the Regional and Large Commercial Aircraft electric architectures proposed use aft-mounted propul- sion systems, positioned such that air coming off the aircraft fuselage (45% or more of which is slower and more turbulent boundary layer air) is "ingested" into the propulsion system. Despite the relatively slower speed of the ingested air, electric fans would suffer from less efficiency loss in the more disturbed air compared to the fan of a conventional turbofan, whilst also benefitting from fewer installation constraints. REGULATION To enable the potential of Electrical Propulsion aviation, there will need to be effective new regulations for new technologies, new platforms and new aviation systems. First, as new technologies are developed in the field of electric aviation, each technology will need to have regulatory backing to be applied. For example, regula- tion will play a part in verifying and certifying the use of More Electric Aircraft systems, and any progression with Electrical Propulsion will require airworthiness certifi- cation, as well as broad regulatory acceptance for en- abling technologies such as high-powered batteries, high voltage distribution, and boundary layer ingestion. Second, regulation will be critical to enable new platforms. Regulation and certification procedures for new architectures such as distributed fans will be re- quired to allow the full potential of Electrical Propul- sion to be realised. Third, if and when technologies and platforms prog- ress to enable Urban Air Taxis, far-reaching regulatory changes would be required to enable entirely new avia- tion systems, such as for the regulation and control of urban commuter air transportation systems, as well as integration with other urban infrastructure (e.g. electric- ity grid, buildings, roads and automotive infrastructure) and corresponding regulatory regimes. At the heart of regulation are the issues of safety and reliability. In an age of increasingly significant cyber-se- curity concerns, the introduction of autonomous flight systems and the potential of urban commuter air trans- port become even more challenging with the possibility of vulnerable software and systems. Engineers, inves- tors and regulators alike must address two main safety issues. First, air traffic control infrastructure and air- space management will become of paramount impor- tance, necessitating the management of an increasing number of UAVs (especially private drones), and the management of potential urban commuter air trans- ports, requiring control of an entirely new airspace, cou- pled with integration into existing air traffic control sys- tems. Second, governments, regulators and private companies alike will have to invest in measures to pre- vent cyber-security breaches in increasingly software- driven aircraft, for all platform types. In recent months, both the FAA and EASA have taken meaningful steps to open the doors to Electrical Propulsion. A key change is in FAA Part 23 and EASA CS23: coming into effect in 2017, larger classes of gen- eral aviation aircraft will be able to fly non-traditional engine types legally, including electric engines. This not only opens revenue potential for developers in gen- eral aviation, but this category of platform is a key step- ping stone to even larger architectures. There is, how- ever, a long journey ahead and regulation must keep pace with technological evolution for electric aircraft to realise their potential.PDF Image | Aircraft Electrical Propulsion The Next Chapter of Aviation 2017
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