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❊❧❡❝tr✐❝ ❉r✐✈❡s ❢♦r Pr♦♣✉❧s✐♦♥ ❙2st❡♠ ♦❢ ❚r❛♥s♣♦rt ❆✐r❝r❛❢t ✾ ✶✵✳✺✼✼✷✴✻✶✺✵✻ opening the design space for optimum wing design for en-route operations. Moreover differential thrust could be applied to control the aircraft reducing the requirement on flight control surfaces. The distribution of thrust along the wingspan could enable for instance the control of the aircraft yawing motion resulting in reducing or even conceived the complete removal of the rudder. The one-engine-inoperative case is a very stringent low-speed condition for the sizing of the propulsion system, vertical stabilizer and flight control surfaces in order to comply to the airworthiness regulations and the aircraft top-level field performance requirement. Because of the intrinsic redundancy in thrust production provided by distributed propulsion technology and through a proper redundancy definition in the energy and power system, failure modes either energy/power system inoperative or propulsive device inoperative would result in less severe penalty on system sizing [58, 59]. It is also conceivable that the airworthiness regulations notably with respect to the climb gradient requirements will need to be revisited to adapt to the characteristics of aircraft employing distributed propulsion technology. These highlighted potential benefits in aircraft design demonstrate that the full-benefit of hybrid-electric and universally-electric propulsion system can only be assessed through a holistic integration at aircraft level. 3. Compendium of hybrid- and universally-electric aircraft While the first fixed-wing electric flight took place for over 9 min in 1973 with the Brditschka′s MB-E124, it took around 30 years before reconsidering seriously electric propulsion system for transport aircraft application. This time lapse observed in the interest revival for electric drive application to aircraft propulsion is explained first by the time required for electrical component technology to evolve to a level applicable to the propulsion system requirement of transport aircraft. Secondly, it is driven by the growing environmental awareness and the search for an alternative to a fossil fuel economy. The late 1990 witnessed the birth of several electric experimental and commercial aircraft targeting the general aviation sector in the one or two seater category. While mainly motivated by engineering curiosity through the impulse of pioneers, the industry is currently demonstrating a strong growing interest in the development of hybrid-electric and universally-electric aircraft. A compendium of experimental, commercial as well as advanced hybrid-electric and universally-electric aircraft concepts, was proposed by Pornet and Isikveren [23]. By illustrating the cloud of concepts in Figure 3 evaluating the number of passenger (PAX) versus the design range (evaluated in nautical miles [nm]) certain clusters and trends in design can be identified. This compendium comprises universally-electric aircraft concepts using battery as energy source with the four seater Airbus E-Fan [18], the four seater LeapTech concept [56, 57], the Dornier Do328-LBM [60] , the Voltair concept [61] and the BHL Ce-Liner [4] as well as hybrid-electric aircraft, integrating a battery-fuel system either in serial or parallel topology, with the NXG-50 [62], the Sugar-Volt [19], the Bauhaus Luftfahrt Twin-Fan [22] (see Section 4.3) and the Bauhaus Luftfahrt Quad-Fan [23] (see Section 4.4). On the upper right corner, BWB configuration using turboelectric distributed approach are represented with the BW-11 [48] and the N3-X [12]. As highlighted by [54], electric propulsion technology will emerge first in general aviation as it provides benefit advantages for early market success and will evolve with respect to the maturation and the development of electric technology towards application for commuter, regional and narrow-body transport aircraft. A noticeable design implication of utilizingPDF Image | Electric Drives for Propulsion System of Transport Aircraft
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