- PREMIER AIRCRAFT DESIGN INSTALL
- PREMIER AIRCRAFT DESIGN GENERATOR
- PREMIER AIRCRAFT DESIGN FULL
- PREMIER AIRCRAFT DESIGN PLUS
I’d like to see an engineering evaluation on the concept–it makes MUCH MORE SENSE than a hypothetical battery powered aircraft.Login | Register | About logging in and out You wouldn’t have the extra drag, weight, and maintenance of the second large piston engine and prop, either–and compared to a Baron on what is essentially the same airplane, wouldn’t have the fuel load, either. That may or may not be enough to sustain altitude, but if you are already aloft, that may give you substantially better landing options–even if you only had 30 minutes of extended glide. It likely won’t take you to your destination, but considering the original Bonanzas had only 185 hp (and THAT was time-limited–165 hp continuous)–100 hp would be equal to 60% power on the original Bonanza, or 35% power on a 285 max continuous hp engine. That’s 400 hp for takeoff–what a performer! Lose the engine enroute, and you still have 100 hp “sustainer” (just like a powered glider).
PREMIER AIRCRAFT DESIGN PLUS
with a normal 300 hp engine, plus an electric capable of 100 hp. Think of it as “the extra takeoff and climb performance–and extra safety of a twin–without the expense and fuel consumption of two large engines and props–OR the single-engine control issues of a twin.Īs an example–consider an A-36. It doesn’t take a lot of power once the aircraft is at altitude to sustain altitude or extend the range to find a suitable airport. That motor can be used to provide more thrust for takeoff, OR as backup power in an emergency. I’m no fan of electric airplanes, but I WOULD be interested in a hybrid to provide redundancy.Ī piston engine can not only provide propulsion, but can charge a battery to drive an electric motor.
PREMIER AIRCRAFT DESIGN GENERATOR
Does it really pencil out to carry the battery, electric motor, hydrocarbon engine with generator and all the rest simply so we can access a time-limited takeoff (and maybe climb) power boost? What exactly is the advantage of that over just going with our current engines, which can get us off the ground and to altitude with less weight penalty and still be capable of putting it’s max available directly into the prop throughout cruise? I’m not an engineering genius by any means, but intuitively it just doesn’t seem like any efficiency advantages are going to override the penalties being taken on. This leads me to my question: Exactly what are we trying to accomplish with the hybrid design? OK, it makes some sense in a car, which experiences constant and quite extreme variations in power demand.
PREMIER AIRCRAFT DESIGN FULL
The only reason most GA pilots back off by any significant amount from 100% power in cruise is they have engine(s) that cannot be safely operated continuously at full takeoff power. Now, being a cheap retired aviator, admittedly my answer is different, but for most folk, the idea is to go fast. Q: “How much available engine power do you use in cruise?” A: “All of it” There is a reason that coal burners are being decommissioned at a record rate and no new ones are being built. It is however, dramatically less than building the coal burner that it replaces. When ever I decide to upgrade, I will just need to replace the panels, the rest of the infrastructure will last well past my lifetime.Ĥ) I am not hiding my pollution. Anything past five or six years is pure profit. Current experience shows less degradation than that. The prediction is that they will degrade one percent per year. And operation is infinitely cleaner than operation of the coal plant.ģ) Of course, “they may only last 10 years”.
Certainly way, way less than the manufacturing of a coal burning plant.
PREMIER AIRCRAFT DESIGN INSTALL
If you were to install solar today, current technology is even cheaper.Ģ) While there is some pollution in the manufacturing, it is fairly minor. As previously reported by AVweb, MAHEPA also flew its hydrogen-powered HY4 research aircraft for the first time in 2020.ġ) I don’t know how you define “dearly,” but these panels are on track to pay for them selves in five and one half years, or maybe six. Project participants include Pipistrel Vertical Solutions, Compact Dynamics, DLR, H2Fly, Politecnico di Milano, TU Delft, the University of Maribor and the University of Ulm.
MAHEPA launched in 2017 with the goal of developing “novel, modular and scalable hybrid-electric powertrains capable of running on alternative fuels or on hydrogen with zero emissions” and is due to wrap up later this week. “Expectations set by prior ground-tests were only confirmed by the powerful, yet quiet performance of the MAHEPA Panthera, which has all the characteristics to become a flying test-bed for future developments in hybrid aviation.”
“In mid-October 2021 the ‘MAHEPA Panthera,’ integrated with the novel, SAF-capable, hybrid-electric powertrain developed during the project, took-off from Cerklje airport, in Slovenia, successfully demonstrating the possibility of local zero-emission flights by performing all-electric take-offs,” Pipistrel said.