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The inevitable transition to electric propulsion requires better electric energy storage before it becomes a viable alternative to ICEs, but there is good news on the horizon. With several new suppliers trying to win a position on the future $30 billion markets for lighter and more powerful batteries it is reasonable to expect improvements. Starting with 117 Wh/kg in 2008 the battery specific energy doubled by 2015 reaching 250 Wh/kg and will almost double again to 450 Wh/kg between 2015 and 2018. The possibilities beyond Li-Ion is rich with opportunities, with a wide variety of new chemistry in different stages of development all over the world, including Zinc-Air, Sodium-Ion, and Sodium-Oxygen batteries15. At that pace, by middle 2020’s we may expect new batteries, most likely beyond lithium, new fuel cells, capacitors or a combination of them all reaching 1,000 Wh/Kg. Refer to the summary in Table 3. PARAMETER Internal Combustion Engine and Avgas @ 29% Electric Motor and power supply @90% Specific Energy ratio: SPECIFIC ENERGY 3,625 Wh / kg 900 Wh / kg 4 Table 3 –Specific Energy, circa 2025 That is when it gets interesting for aviation, as 1 kWh/kg battery specific energy working in combination with the 5 kW/kg power-to-weight ratio electric motor may be the threshold upon which the electric aircraft can start to compete head-to-head with the single-piston-engine aircraft. IV. Somethin’ Tells me I’m into Somethin Good2 A set of parameters, published in the format of High-Level Requirements, provided the boundaries of the project in support of preliminary design activity. It gives a broad definition of the aircraft mission in line with the parameters defined by GAMA Publication No.16, which simulates a transportation activity between two non- towered airports1. To start with it was stipulated that the aircraft should carry four-five occupants in a large luxury car equivalent cabin at a cruise speed of 350 km/h (190 KTAS) between two airports located 500 km (270 NM) apart. As shown in Figure 5, the design activities should define the flight time, trip time, recharge time and total energy required to accomplish the mission1. The total energy required for the trip includes normal preflight checks, taxi, takeoff, climb, cruise, descent, landing, taxi, normal shutdown and reserve energy. Trip Distance: 270 NM Flight Time: xxxxx (min.) Recharge Time: xxxxx (min.) Cruise Speed: 190 KTAS Trip Time: xxxxx (min.) Total Energy: xxxxx (KWh) Figure 5 - Mission definition1. 5PDF Image | General Aviation 2025 A study for electric propulsion
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