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A TOMORROW NUMBER OF HURDLES AHEAD FOR COMMERCIAL AIRPLANES 30 31 The electrification of aircraft propulsion would seem to be an inevitable trend. However, given the current state-of-the- art, all-electric propulsion of a large commercial airplane is impossible in either the short or medium term. The main reason is that the power equation just doesn’t compute! If we want to generate the dozens of megawatts needed to power a large airplane for flights of at least several hours, we will have to improve current battery technology at least 10-fold. Even with energy density five times greater than what current electric vehicles can offer, a long-distance flight (3,000 nautical miles) would require 170 metric tons of batteries (374,000 lb), compared with the 80 metric tons (176,000 lb) maximum takeoff weight (MTOW) of an Airbus A320 or Boeing 737 class jetliner. Warning: high voltage! In addition to this weighty issue, an electrical system for this type of aircraft would be in the high-voltage category, sending over 1,000 volts through the wires. This is routine on trains. But when you’re talking about a plane flying at 35,000 feet, any difficulties are exacerbated because you have to include protective devices (insulation, heat dissipation, etc.), all of which add more weight. Not to mention that the physics underlying high voltages is not the same up in the troposphere as on the ground. Managing high-voltage systems in the sky is a brand-new discipline, and research is only just getting underway. Regulatory challenges Over and above these technology obstacles, there are also a number of unknowns in terms of aviation regulations. No current legislation governs possible urban VTOL operations, for instance, and the whole certification process will have to be revamped to cover future distributed propulsion layouts. Social challenges There’s a final roadblock to electric aircraft: will they be accepted by society in general? From the geopolitical standpoint, these technologies use rare earths (especially for batteries), which raises ethical issues, as well Fuels to generate electricity It’s a far from non-negligeable question, especially when you consider the different primary energy sources. For instance, Safran’s R&T arm started looking into fuel cells several years ago as an alternative to storing energy in batteries. Fuel cells could be used in low-power propulsion systems, of course, but beyond a certain threshold they would run into the same weight problems as for batteries. Given the heady objectives for reducing the environmental impact of aviation, Safran is working on alternatives to jet fuel, which is still by far the most energetic power source. Safran is naturally studying both biofuels and “e-fuels”, synthetic fuels with lower greenhouse gas emissions (hydrogen produced by electrolysis or synthetic methane). as sustainability issues for supply chains. From the environmental standpoint, the energy budget is undoubtedly better than current designs, but perhaps not everywhere and at all times: we can well imagine regions where electric VTOL aircraft would be a welcome alternative to congestion in big cities, but in others perhaps they would only extend noise and visual pollution vertically. Technological progress, meeting challenge after challenge, balancing risks and opportunities... A new world is indeed dawning for the aviation industry and all its stakeholders, and Safran is of course at the forefront.PDF Image | SAFRAN AND AVIATIONS ELECTRIC FUTURE
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