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Figure 4 – Electric propulsion options III. Batteries not Included If there is one limiting factor preventing the wider application of electric-powered aircraft, this is the lack of an adequate power supply. Let’s assume for a moment that the electric airplane structure, systems, and components weight as much as their equivalent in use on piston-engine aircraft. This line of thought limits the variables for comparison to the weight of a battery or fuel cell, against the weight of fossil fuels (hydrocarbon) required to propel the aircraft. A quick analysis of specific energy shows that aviation gasoline has at least fifty times more energy per unit of weight than current Lithium-Ion batteries. No wonder fossil fuel is the option of choice for aviation. Table 1 shows the comparison between Avgas and Li-Po batteries and introduces the Specific Energy Ratio concept. PARAMETER Combustion (AVGAS): Electrochemical (Li-Ion battery): Specific Energy ratio: Table 1 – Specific Energy SPECIFIC ENERGY 12,500 Wh / kg 250 Wh / kg 50 Before closing this discussion, let’s turn our attention to comparing the efficiency of the internal combustion engine with the electric motor’s. The Cirrus SR 22 shown in Figure 1 is an aircraft equipped with the 310 HP Continental IO-550, a typical piston engine that converts 29% of the fuel energy into mechanical energy, losing the remaining 71% as waste heat through the exhaust pipe, the cooling system, and friction in various forms. Competing in the same power category, the Siemens SPD260, installed on the experimental aircraft Extra 300LE is a 95% efficient electric motor. The ICE efficiency downgrades AVGAS specific energy to 3,125 Wh/kg, while the 95% efficient electric motor reduces the battery specific energy by 5% to 237 Wh/kg. Because the electric motor is far more efficient than the internal combustion engine, the specific energy ratio improves to 15 from 50, as per Table 2. Even with this amazing improvement induced by the electric motor higher efficiency, a top-notch Lithium-Ion battery available in 2017 would be 13 times heavier than the equivalent amount of Avgas for the same amount of stored energy. The Cirrus SR 22 has fuel tanks that can accumulate 250 kg of Avgas for a maximum flight time of 4.4 hours or 260 minutes. If the fuel tanks were replaced by 250 kg of Li-ion batteries (2017 technology) the flight time would be limited to 20 minutes, maybe less. PARAMETER Internal Combustion Engine @ 29% efficiency Electric Motor @95% efficiency Specific Energy ratio: Table 2 – Specific Energy, compensated SPECIFIC ENERGY 3,625 Wh / kg 237 Wh / kg 15 4PDF Image | General Aviation 2025 A study for electric propulsion
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