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8 Conclusions & Discussion 8.1 Conclusions Out of the different technical components, the energy density of battery is clearly the biggest bottleneck in achieving to build a compelling electric passenger airplane. The performance of the other components such as the electric motors and power electronic are as good as, or better than current propulsion systems. The results show that current battery technology would not be good enough to enable flights longer than 600 km without substantial improvements in both aerodynamic and structural design. Fortunately, there seems to be room for at least a 25% reduction in the overall energy consumption in flight. Combining this with a 50% improvement in energy density and an optimized mechanical structure yielding a 50% cell-mass-fraction, a range of 1400 km would be possible. 8.2 Discussion To assume a total weight of the Boeing 787-8 Dreamliner much above the maximum landing weight would not be fair since the landing gear and other structural components would need to be strengthened and optimized beyond what is currently possible, or the landing speed would need to be too great for landing at certain airports. The assumption about the total weight to be 200 tons was a compromise between maximum weight for energy storage and a weight that was not to excessive so that the airplane would not be able to land. Keeping this weight constant means that any improvements in cell-mass-fraction will have to come from structural design optimizations where the battery cells are integrated into the aircraft in a way that increases the structural rigidity rather than sitting as a passive weight on the plane. How far the cell-mass-fraction can be increased is up to the reader to determine. 18PDF Image | Electric Propulsion Passenger Jet Airplanes Requirements to realize all-electric propulsion
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