Canada Association of Tourism Employees

Electrical plane and bumblebees can’t fly

1. These are small so they don’t even need a new flight principle.
2. You’re just copying the Tesla approach with cars below.
3. In a report from IDTechEx, “Manned Electric Aircraft: Smart City and Regional 2021-2041”, these electric fixed-wing aircraft and the analysis of radically new electric vertical takeoff and landing aircraft are detailed.

The amount of small improvements usually multiplies. Two 10% improvements benefit from 21% and the range of improvements is huge. People mistakenly believe that a Tesla can get record range from a better battery, but just as important is getting the battery safely closer to its limits, eliminating thousands of parts and other details. In the case of small aircraft, the range is even more desirable because the range is a safety factor. Therefore, the aviators are also looking for a resistance factor of 0.2, which avoids a kilometer of cabling, hundreds of parts and inefficient motors and power electronics.

In the face of reality, the naysayers of small electric planes are now turning their attention to the fact that larger electric planes and vertical take-off are impossible. You have a point because we are currently in a silly season where lots of careless suggestions attract a shower of money from investors hoping for the next Tesla. Theorists rightly pointed out that a design with an engine on each wing tip and nothing in between would throw itself out of the sky if one failed. You rightly pointed out that with the parts currently available, many multirotor VTOLs will fall from the sky within 60 minutes of take-off – no gliding and not even parachute deployment at that height. In the report “Air Taxis: Electric Vertical Take-Off and Landing Aircraft 2021-2041”, the economic viability of city air taxis is rightly called into question.

Many pivot on fixed wing VTOL so they can fly like regular aircraft for most of the time, withstand longer, and in some cases, glide in an emergency. One example is UK startup Vertical Aerospace, which is hovering at $ 2.2 billion after Virgin Atlantic and American Airlines placed orders for 1,000 of its fixed-wing VTOLs – billions of dollars when nothing was in the air.

Contrast helicopters are inherently more efficient in vertical flight, but without redundant engines and stability in the wind. They help erect skyscrapers, each floating for an hour. No battery VTOL can do that: you have to deal with minimal hover business cases.

Back with conventional fixed-wing aircraft taking off and landing, there are bumblebee-like calculations warning that none of the planned 8- to 100-seat versions promised for 2026-2030 will be able to fly. You are using the wrong equations because 2 use the very different principle of ground effect and many others use the new principle of distributed thrust DT, which involves multiple propellers along the wing. DT means doing without flaps and a high proportion of weight, space, material costs, air resistance and runway length. Calculations and experiments by NASA and DLR support this. United Airlines plans to bring electric aircraft to market by 2026.

The naysayers are also wrong because they ignore the “every little bit helps” approach for the larger aircraft. For example, today’s polluting regional aircraft have 30km of cables and a low drag factor, but a born electric aircraft is like a Tesla. Tesla range essentially comes from regenerative braking and the aircraft equivalent is propellers that reverse when descending and wheels that regenerate when landing. In fact, powered wheels can make taxis and electric aircraft take offs more efficient.

Let’s look at an example. Bye Aerospace has over 720 orders – over $ 250 million with deliveries imminent – from flight schools and air taxi operators for its 2- and 4-seat battery-powered aircraft for you to test today. Recently, an 8-passenger battery-electric aircraft in a similar seat with the lowest total cost of ownership was announced, but the 500nm range (loaded) was announced as dependent on a partnership with Oxis Energy for a new battery. The naysayers grinned when Oxis promptly lay down on his stomach. However, giant LGChem is on a similar schedule to deliver a similar battery, and like Tesla, Bye never relied on a battery. You do the majority of the work on all of the little tweaks. The following aspects of the specification show some of this, as well as the numerous safety features that go beyond long glide, the automatic emergency landing system, and the aircraft parachute.

This eFlyer 800 design is completely new from tip to tail. The aerodynamic efficiency is twice as high as that of a typical legacy turboprop aircraft of similar size – high overall efficiency of the drive system with high motor efficiency with low cooling resistance, 2 wing-mounted electric motors with each two-fold redundant motor windings and four-fold redundant battery packs. Modest increases in range are offered by optional additional electricity solar cells (probably the satellite quality you tested – it produces twice as much electricity as today’s solar cars and planes) and electric taxis on the bike.

Jet It and JetClub, sister companies with partial ownership in North America and Europe respectively, have signed a multi-billion dollar purchase agreement for a fleet of eFlyer 800 aircraft. In addition, L3Harris Technologies and Bye Aerospace have signed an agreement to develop an all-electric multi-mission variant that provides intelligence, surveillance and reconnaissance (ISR) functions.

At the moment, Bye Aerospace is not making a bumblebee with a new principle of flight, but it can add distributed propulsion at a time of its choosing. All battery-electric planes are now climbing faster than environmentally harmful propeller planes, just as Tesla’s accelerate faster. Be careful when you say that no battery electric company – or regional planes – can fly. A bumblebee is smiling at you from above.