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8 Conclusions The design of economically-viable fixed-wing electric aircraft demands high technology and highly integrated design. It is widely known that specific energy of batteries (eb) and specific power of electronics (pe) strongly impact aircraft capabilities. Battery and electronics unit costs also influence aircraft acquisition cost. Driven by investment from the automotive industry, the performance and cost of these components should improve over time. The aerospace industry should monitor developments and independently invest in adapting the technology to meet aerospace-specific design requirements. Regardless, the technological barriers to aircraft EP remain challenging. The NAE consensus report [10] finds that “turboelectric propulsion systems are likely the only approach for developing electric propulsion systems for a single-aisle passenger aircraft” feasible by the N+3 (2035) time frame, due primarily to limited advancement in eb. Studies at smaller power scales and ranges are more optimistic. As Moore and Fredericks [83] argue, the practical and economic viability of electric aircraft is also determined by the effective use of the additional degrees of design freedom opened through electrification. This is corroborated by findings that more- electric propulsion is not effective as a drop-in replacement for existing combustion engines [151]. The design space for electric aircraft is still poorly understood due to the very limited diversity of designs with service experience, the small number of well-developed trade studies, and the many configuration degrees of freedom. Opening the design space, particularly for propulsion architecture, requires con- stant evaluation of safety and regulatory compliance. Electric propulsion potentially eliminates longstanding risks such as combustible fuels, but also introduces new and potentially unknown risks. Intelligent systems architecting can take advantage of EP capabilities to meet safety requirements in new ways; however, innovative ideas may require regulatory acceptance before they become feasible for use in particular appli- cations (such as powered lift for commercial aircraft certified by the FAA). Modeling, simulation, and optimization are promising ways to rigorously explore the design space. High-fidelity, multidisciplinary design optimization of a commercial aircraft has been demonstrated [165]. MDAO, typically at lower fidelity, has been demonstrated and used for industrial design [166, 163]. A use case for optimization of electric aircraft involves exploring uncertain technological inputs (such as eb). To examine the robustness of a design concept with respect to assumed future technology levels, several optimizations can be conducted with varying values of eb. At each point, novel design constraints (such as thermal management) are enforced by the optimizer. This provides for a fair comparison between concepts with different input assumptions; however, challenges and capability gaps currently stand in the way of using optimization for electric aircraft. These obstacles are caused by two factors: a lack of historical data, and the strongly-coupled nature of aircraft EP. Several of the capability gaps result from lack of experience and historical data on electric aircraft. Models adapted from conventional aircraft may be inapplicable to in- novative configurations. Wind tunnel and flight test data is limited or nonexistent, so new empirical models for the most expensive physics (e.g., high-lift prediction for dis- tributed propulsors) cannot easily be constructed. We are also lacking comprehensive 36PDF Image | Electric, hybrid, and turboelectric fixed-wing aircraft
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