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tors with folding propellers, and an unducted tailcone pusher propeller. The tailcone propeller is claimed to benefit from ingesting the boundary layer of the aft fuselage. The concept includes a wingtip propeller in order to reduce downwash from presence of wingtip vortices (similar to the X-57’s wingtip propellers), with an estimated propulsive efficiency improvement of around 18%. The study claimed a weight and total energy benefit compared to an ATR-42 with drop-in replacement parallel hybrid engines but, importantly, did not address whether there was a total energy savings compared to a conventional turboprop. From 2011–2013, the European aviation community released three new advanced EP concepts, but they are not as widely published as the NASA-funded concepts. An Airbus-funded study for an all-electric regional airliner, known as the VOLTAIR, was widely publicized in popular media but apparently resulted in just one conference paper (with minimal design definition) [64, 65]. The bulbous configuration had an aft-mounted boundary layer ingestion propulsor and was designed for natural laminar flow over the wing. The Distributed Electrical Aerospace Propulsion (DEAP) collaboration between Airbus, Rolls-Royce, and Cranfield University developed preliminary studies for high- temperature superconducting (HTS) turboelectric propulsion [98, 99, 100] and a con- cept aircraft known as the Airbus E-Thrust [66]. The E-Thrust is a series hybrid regional passenger aircraft with multiple, embedded electric fans in a striking split-tail configuration. A team at Bauhaus Luftfahrt developed the all-electric Ce-Liner concept: a regional aircraft with very advanced technology. The Ce-Liner uses a C-wing shape for high aerodynamic efficiency and HTS electronics. The Ce-Liner study uses perhaps the most aggressive technology assumption for future eb: 2000 Whr/kg [63, 62]. Isikveren et al. [63] present not only typical conceptual sizing data, but also detailed cabin layouts and ground handling considerations. Figure 7 illustrates demonstrated and projected battery specific energy (eb) for both flight tested prototypes and advanced concept studies. SOA batteries fall far below the requirements for N+3 and N+4 advanced concepts. Boeing and Airbus use similar technology assumptions, while Bauhaus Luftfahrt has been using more aggressive assumptions. In 2017, the aviation community witnessed the public launch of several fixed-wing electric aircraft startup companies focusing on general aviation and Part 23 aircraft in the 1 MW power range: Zunum Aero is developing a 12-passenger hybrid electric regional aircraft designed to Part 23 rules for early 2020s EIS [72]. The company is funded by Boeing and JetBlue. Wright Electric is attempting to commercialize the ESAero ECO-150 concept for short-haul all-electric operation, in partnership with the airline EasyJet. Eviation is an Israel-based firm developing the “Alice” nine-passenger concept. The Alice uses two wingtip-mounted pusher propellers and a tailcone propeller (some boundary-layer ingestion is claimed) [68]. 18PDF Image | Electric, hybrid, and turboelectric fixed-wing aircraft
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