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1955, or the Piper PA-28 that is in production since 1960? The “newcomers” Cirrus SR-22, Tecnan and Diamant DA-40 are 30-year-old products that entered in service by the mid-1990s. What was once an industry dominated by American manufacturers, has now a more diverse ownership thanks to widespread mergers and acquisitions. Tecnan is an Italian OEM, while Cirrus and the piston engine manufacturer Continental belong to one of the many AVIC-Aviation Industry of China subsidiaries. Imprimis, a Brunei government investment agency acquired Piper in the 90s, and Diamond, a former Austrian/Canadian company, now belongs to Wanfeng Aviation, a Chinese investor. On the mergers side, Cessna, Columbia, Beechcraft, Bell Helicopters and Lycoming engines were all absorbed by Textron. One option to jump start from the stalled situation described above would be the introduction of new products aimed to reconnect with the client base, making sure they get more value for money than what they are getting currently. This paper defends the argument that the piston-engine aircraft industry is on the verge of a major transformational process driven by the introduction of electric propulsion, supplemented by advances in computer processing capabilities and high-speed over-the-air connectivity. Due to the application of all the latest available technologies the typical four-place general aviation aircraft may no longer be an all-aluminum vehicle piloted by people through a cable-and-pulley operated flight controls and powered by a piston engine7. II. Some Considerations About the Electric Motor The internal combustion engines (ICE) has been around since the beginning of aviation, more than a century ago. Continuous and intensive development efforts have turned the piston engine into a reasonably reliable power plant11. Although being supplanted by the jet engine as the main form of propulsion for most aviation application, the piston engine is still the most suitable powerplant for small general aviation aircraft, especially those designed for speeds under 200 KTN. But that is about to change, with the arrival of the electric motor. One option to highlight the main differences between the piston-engine and the electric motor is to compare two products of similar power output. The Continental IO-550 is a member of a large family of horizontally opposed, six-cylinder, air-cooled aircraft ICE that flew for the first time with a Beechcraft Bonanza in 1964. The Siemens SP260D is a DC brushless, direct drive permanent magnet electric motor with a variable speed driver designed specifically for aviation application that entered flight tests in 2016. Refer to Figure 3 for a drawing of those engines. The IO-550 delivers 230 kW (310 HP), weights 200 kg, with a power-to-weight ratio of 1.1 kW/kg, while the 260 kW (350 HP) SP260 electric motor weighs only 50 kg, delivering a health 5.2 kW/kg. Figure 3 – Two engine, two concepts Using electric motor(s) to propel a light aircraft opens a whole new world of opportunities for less than usual propulsion configurations. A fully electric airplane may still look like a conventional model, with an engine in the nose driving a single propeller, or it may look very different from the existing airplanes when equipped with four small engines driving four counter-rotating propellers or using two medium size electric motors driving ducted fans. These configurations are pictured in Figure 4. 3PDF Image | General Aviation 2025 A study for electric propulsion
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