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4 Think:Act Aircraft Electrical Propulsion The history of aircraft electrification. Before the Wright Brothers' Kitty Hawk first flew, the first electrically powered aircraft had already been prototyped. The French chemist and aviator Tissandier – known for his daring meteorological expeditions aboard airships – attached a Siemens electric motor to a dirigible to power its propeller, achieving a first flight in 1883. The rise of the internal combustion engine and the subsequent invention of the gas turbine quickly moved aviation to these sources of rotative power, fuelled by oil-derivative compounds. However, in many ways, the rise of aerospace in the 20th Century has been paralleled by a similar – if not an even faster – scale up in the electri- fication of all human activity. In the aerospace industry, electrification has mani- fested itself in two ways: the More Electric Aircraft (MEA) is an evolutionary trend in which each successive generation of aircraft has typically employed more elec- trical equipment in place of systems that would previ- ously have been mechanical, hydraulic or pneumatic, and Electrical Propulsion, a potentially revolutionary new approach which has gained much recent publicity, and which, if adopted widely, would transform large seg- ments of the aerospace industry, affecting not only pro- pulsion, but also aircraft systems, and leading to radi- cally new aircraft architectures. In the subsequent section we describe the More Elec- tric Aircraft trend at a high level, before detailing the cur- rent state of Electrical Propulsion. THE MORE ELECTRIC AIRCRAFT Since the dawn of the aircraft era, non-propulsive aircraft systems such as actuation, de-icing, and air-conditioning have been dependent on mechanical, hydraulic and pneumatic sources of power. These systems have tradi- tionally been powered by the aircraft engines, with power extracted via a variety of mechanisms – hydraulic and electric systems receive power via a mechanical transition through the engine gearbox, whilst pneumatic power is generated by engine compressor air bleed systems. In all cases almost all the power generated by the engine is used for thrust, with the non-propulsive systems consum- ing only c. 5% of the engine's total output. A As modern aircraft evolved, achieving tremendous increases in range, speed and capacity, the complexity of their systems increased accordingly. Whilst hydraulics are robust and can generate large forces, these systems have often suffered from a lack of reliability and high maintenance costs. Pneumatic systems, too, have the drawbacks of low efficiency and, similar to hydraulic sys- tems, miles of complex and heavy pipes and ducting running throughout an aircraft. Leaks in both systems are often difficult to locate and sometimes hard to trace and time-consuming to repair. Any interruption in nor- mal operation may ground the aircraft until the issues are resolved, generating cost and inconvenience for op- erators and passengers alike. On the other hand, well-designed electrically powered systems do not suffer from many of the shortcomings in- herent in hydraulic, pneumatic and mechanical systems. Electrical systems are relatively flexible and light, and have higher efficiency. Whilst in the 1940s the Boeing B-29 Superfortress had relatively high levels of electrifica- tion, including landing gear actuation, the use of electri- cal systems for non-propulsive commercial aircraft power did not fully emerge until 1967. This was the time of the first Boeing 737 flight, which introduced electrical cabin equipment and avionics; around this period this ap- proach was transformed into a concept now popularly known as the More Electric Aircraft (MEA). Another key milestone in the trend to move towards the MEA was the introduction of the “Fly by Wire” (FBW) system in the Airbus A320 in the late 1980s, soon followedPDF Image | Aircraft Electrical Propulsion The Next Chapter of Aviation 2017
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