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EIS = EP = g = H = L/D = P = p = R = η = Subscripts b = bus = e = E = f =fuel g = i = int = m = max = p = P = r = TO = tot = generator inverter integration motor maximum propulsive power rectifier takeoff total entry into service electric propulsion gravitational constant degree of hybridization lift-to-drag ratio power specific power range efficiency battery electrical bus electrical energy 1 Introduction In the last decade, aircraft concepts using electricity for some or all of their propul- sive power have captured the public imagination and garnered great attention in the popular press. Several start-up ventures have formed to commercialize aircraft electric propulsion (EP). The engineering literature has also quickly adopted the trend. From 2006 to 2009, there was about one paper per year on electric and hybrid electric aircraft design and analysis. From 2015 to present, the volume of similar papers has increased to nearly 20 per year. The largest factor motivating public interest in electrification is the need to reduce environmental impact. NASA’s Subsonic Fixed Wing program established aggressive goals for energy consumption, nitrogen oxides (NOx), and noise for three generations of airplanes extending out to the 2030s [1, 2]. These goals have been revised as recently as 2013, following a productive round of conceptual design studies by industry and academia, and evolution in commercial aviation product offerings [1]. The most aggressive performance targets are for the “N+3” generation with pro- jected entry-into-service dates in the mid-2030s: −55 dB noise at the airport boundary, −75% NOx, and −70% fuel burn relative to 2006-era technology. The International 2PDF Image | Electric, hybrid, and turboelectric fixed-wing aircraft
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