Conceptual Design and Operating Costs Evaluation of a 19-seat All-Electric Aircraft for Regional Aviation

Monjon, Matheus M.; Freire, Cesar Monzu

doi:10.2514/6.2020-3591

Cited by 6 publications

(5 citation statements)

References 10 publications

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“…MTOM = 45 t − 58 t) can cover different missions: many passengers for a short range (120 pax, ERF = 6), or a small number of passengers for a relatively long range (40 pax, ERF = 12). Additionally, we assess the maximum cruise range of of these parametric designs with highest ERF (40 seat with ERF = 12) with the maximum cruise range of configurations assessed by other authors [7,8,10,25,[29][30][31][32]. In order to compare the different sources for a given battery-energy density, we re-calculate the range all the different configurations using Eq.…”

Section: B Resultsmentioning

confidence: 99%

A New Perspective on Battery-Electric Aviation, Part I: Reassessment of Achievable Range

Wolleswinkel,

de Vries,

Hoogreef

et al. 2024

AIAA SCITECH 2024 Forum

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Thus far, battery-electric propulsion has not been considered a promising pathway to climateneutral aviation. Given current and expected battery technology, in most literature batteryelectric aircraft are only considered feasible for short ranges (< 400 km) and small payloads (< 19 pax). As a result, battery-electric aircraft development focuses on new aviation segments such as regional and urban air mobility. However, little effort has been made to develop battery-electric aircraft that can replace existing larger aircraft. This paper re-examines the assumptions that lead to the conclusion of limited applicability of battery-electric aircraft. Starting from the range equation, this paper assesses the drivers of two key parameters: the ratio between energy mass and maximum take-off mass, and the maximum lift-to-drag ratio. This assessment, based on Class-I mass and aerodynamic-efficiency estimates, shows that there is a design space where these two parameters can reach significantly higher values than often assumed in the open literature. Based on this finding, several parametric aircraft designs are evaluated, relying on Class-II mass and aerodynamics methods. These parametric studies validate the conclusion from the Class-I assessment. This implies that battery-electric passenger aircraft can play a larger role in climate-neutral aviation than was previously envisioned.

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Section: B Resultsmentioning

confidence: 99%

A New Perspective on Battery-Electric Aviation, Part I: Reassessment of Achievable Range

Wolleswinkel,

de Vries,

Hoogreef

et al. 2024

AIAA SCITECH 2024 Forum

View full text Add to dashboard Cite

show abstract

“…Based on this, a typical narrow-body take-off distance of 2000 m is selected as take-off balanced field length and as landing distance requirement. This is contrary to most design studies on electric aviation, which generally size the aircraft to match the take-off and landing distance of turboprop aircraft [13,14], or even for short take-off and landing (STOL) capabilities [15]. Given the amount of narrowbody-compatible runways in regions like Europe and North America, we hypothesize that the reduction in empty weight fraction-and thus, the increase in range and energy efficiency-enabled by a "long" runway is more relevant for the overall market potential of the electric aircraft, than the ability to operate from airfields with runways below 2000 m length.…”

Section: Performance Requirementsmentioning

confidence: 88%

A New Perspective on Battery-Electric Aviation, Part II: Conceptual Design of a 90-Seater

de Vries,

Wolleswinkel,

Hoogreef

et al. 2024

AIAA SCITECH 2024 Forum

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“…Research on the operating and capital costs of hydrogen aircraft, especially fuel cell aircraft, has been relatively scarce compared to electric and hybrid electric aircraft. Several studies [27][28][29][30] investigated the operating and capital costs of electric and hybrid electric aircraft. Nevertheless, equivalent studies are still limited for hydrogen aircraft, particularly fuel cell aircraft.…”

Section: Economical Studies Of Hydrogen Aircraftmentioning

confidence: 99%

Comparative Analysis of Direct Operating Costs: Conventional vs. Hydrogen Fuel Cell 19-Seat Aircraft

Marksel

Brdnik

2023

Sustainability

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In this paper, a comparative analysis of direct operating costs between a 19-seat conventional and hydrogen-powered fuel cell aircraft is performed by developing a model to estimate direct operating costs and considering the evolution of costs over time from 2030 to 2050. However, due to the technology being in its early stages of development and implementation, there are still considerable uncertainties surrounding the direct operating costs of hydrogen aircraft. To address this, the study considers high and low kerosene growth rates and optimistic and pessimistic development scenarios for hydrogen fuel cell aircraft, while also considering the evolution of costs over time. The comparative analysis uses real flight and aircraft data for the airliner Trade Air. The results show that the use of 19-seat hydrogen fuel cell aircraft for air transportation is a viable option when compared to conventional aircraft. Additionally, the study suggests potential policies and other measures that could accelerate the adoption of hydrogen fuel cell technology by considering their direct operating costs.

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Conceptual Design and Operating Costs Evaluation of a 19-seat All-Electric Aircraft for Regional Aviation

Cited by 6 publications

References 10 publications

A New Perspective on Battery-Electric Aviation, Part I: Reassessment of Achievable Range

A New Perspective on Battery-Electric Aviation, Part I: Reassessment of Achievable Range

A New Perspective on Battery-Electric Aviation, Part II: Conceptual Design of a 90-Seater

Comparative Analysis of Direct Operating Costs: Conventional vs. Hydrogen Fuel Cell 19-Seat Aircraft

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