Luka Znidarsic and Matija Znidarsic, both experienced sailplane pilots and mechanical engineers in Slovenia, have developed a Front Electric Sustainer, a power system that provides a climb of 1.5 meters per second (198 feet per minute) for their prototype configuration on an 18-meter LAK 17. They designed their own motor and controller for the application. The motor is 5 kg (11 pounds), and puts out 15 kW (20.1 horsepower) at 85 Volts. Total weight for the power package is 35 kg (77 pounds), with batteries in two packs behind the rear spar, balancing the weight of the motor and propeller in the nose. “Front” refers to the motor’s location, right in the nose of the sailplane. A 0.9 meter (35.4 inches) propeller automatically extends when the outrunner is operating, and folds against the nose of the fuselage when the motor is shut down. The standard nose cone or motor unit can be mounted when the sailplane is put in its trailer, without …
Richard VanGrunsven on Electric Airplanes
Despite having produced kits which have led to 6,410 RV aircraft in the air at last count – all carbon-consuming and emitting lightplanes – Richard VanGrunsven owns an electric airplane, an Antares 20E self-launching sailplane. He attended AirVenture 2009, and reports on his findings regarding the current crop of electric airplanes in his article “The Year of the Electric Airplane.” His opinions are worth noting, simply because of the worldwide acceptance of his designs. He obviously loves his Antares, noting its single-lever motor operation as “almost sinfully simple” compared to the more complex extension/motor start/operation/shutdown/retraction sequences on other motorgliders. He shows some disappointment in the low performance speeds of present electrically-powered craft, but notes that if the claims of some motor packages were fulfilled, “I’d run right out and get a ‘plug-and-play’ motor system and design an airplane around it.” Now, that’s an incentive for developers!
Small, Light, and Powerful Paramotor
MHP-Profi of Austria has developed a lightweight, 20.1 kg (44.22 pounds) paramotor package that puts out 10 kW (13.4 hp), 50kg (110 pounds) of thrust, and allows 17-25 minutes of power. Videos show the designer climbing the paramotor smartly, and zipping up and down hills on a bicycle in the beautiful Austrian countryside with the power pack strapped to his back. Most interesting are the two outrunner motors on stalks that can be arranged either vertically or horizontally. Each motor has its controller close by, a good design strategy, and swings a large wood propeller readily. The lithium polymer battery pack, at 9.5 kg (20.9 pounds), offers 30 Amp hours’ capacity. Batteries can be recharged in two hours, or with an additional charger in one hour. Speed control is infinitely adjustable, with battery “levels” indicated on the display on the pilot’s hand control. The power pack and sail combination can accommodate pilots from 60 kg (132 pounds) to 85 kg (187 …
Man of La Manche
The French call the English Channel “la Manche” (the sleeve), nicely describing the shape of the waterway while neatly avoiding calling it “English.” Gerard Thevenot, a long-time championship-level hang-glider pilot, celebrated the centennial of Louis Bleriot’s flight across la Manche by flying his hydrogen-powered La Mouette hang glider over roughly the same route Bleriot took between Calais and Dover on August 6, 2009. Missing the centenary by a few days (Bleriot made the hop on July 25, 1909), Thevenot took an hour and seven minutes to duplicate the trip Bleriot managed in 37 minutes. Having displayed his craft at Aero Expo 2009 at Friedrichshafen, Germany in April, Thevenot also participated in the Coupe-Icare, an aeronautical-artistic fantasia near Grenoble, France before making his historic flight. Like Bleriot, he essentially created his own machine, crafting a simple trike frame to attach to his wing, and adding two hydrogen cylinders, three 2 kW fuel cells, and the controller, motor and propeller developed by Drs. Eck and Geiger. …
Solar Impulse to Begin Ground Testing
The Solar Impulse team is ready to begin ground testing of the Airbus-size solar airplane at Dubendorf Airfield, near Zurich, Switzerland. On October 19, the project’s engineering team handed the craft over to the flight test crew, headed by Swiss Astronaut Claude Nicollier. First flights will be under the control of Markus Scherdel, a professional test pilot and aerodynamics engineer. Testing is scheduled, subject to weather, between November 2 and December 20, 2009. According to the project’s press release, testing will take place in three steps, beginning with a first exit from the hangar, with on-ground testing of all four (10 hp) electric motors and a thorough check of all aircraft systems. Step two will involve high-speed taxi runs, “testing the aircraft’s controllability in acceleration and deceleration.” Step three will involve actual flight tests, limited to “‘Flea hops’, just like the Wright Brothers in 1903!” After successful testing, “the aircraft will be transported to Payerne airfield (VD) where successive solar …
Big Blue and Blue Sky Thinking
Would a 500-mile electric vehicle battery interest you? IBM, not normally thought of as a purveyor of electric vehicles, is backing a large-scale push from their Almaden Laboratory in San Jose, California, using the lithium-air battery demonstrated by recent experiments at the University of St. Andrews in Scotland, and the Universities of Strathclyde and Newcastle as a basis for their research. IBM is teaming with UC Berkeley and all five National Laboratories as part of Big Blue’s Big Green Innovations program. Initially launched as a means of reducing the 98 percent of carbon emissions from non-information technology related activities and the two percent from IT activities, the Big Green Initiative took a turn in the last several months toward the development of a 500-mile battery for electric vehicles. According to IBM, “The 500 mile battery program’s goal “is to catalyze long-term, concerted efforts to create rechargeable next-generation batteries with ten times higher energy density, compared to the best current Lithium-ion batteries.” “While scalable energy storage …
Electrify Your Reading Pleasure
Flying Magazine, in its November issue, has its usual stunning photo review of this year’s AirVenture at Oshkosh, Wisconsin, but adds a three-page review of the electric aircraft that showed up at the fly-in. Robert Goyer, senior editor, is enthusiastic about the planes he saw, and gives the largest number of column inches to Yuneec’s E-430 two-seater. Goyer has reservations about the aircraft’s performance and limited range, and turns to another Yuneec-powered craft, Tom Pehigny’s FlightStar e-Spyder, propelled by a 27 hp, single-battery pack system, with the assessment that this type of craft seems more suited to electric power in its current state of development. Although Pehigny admits restrictions in terms of range so far, he “does point out some benefits we can see already. The e-Spyder…is whisper-quiet, smooth-running, dirt simple to start and smoke and odor-free.” Goyer includes a brief note on Randal Fishman’s Electra-Flyer C and new two-seater X, but gives little detail on either. Goyer foresees a …
Hear the Hum? Kitplanes Does.
Kitplanes has an article of great interest to CAFE followers in its November issue. Dr. David Ullman, Oregon State University professor emeritus of Mechanical Engineering Design, was inspired by his attendance at the Third Annual Electric Aircraft Symposium in April to write a two-part article (the finale’ to be in the December issue) about the exciting future of electric flight. The first part, “Hear the Hum?” provides an overview of what’s currently happening in electric aircraft, and includes a one-page pictorial sidbar of volt-driven flying machines at Oshkosh this year by Dave Martin. In a nod to the CAFE Foundation, it includes a concise explanation of the Aviation Green Prize. Ullman and Martin share the belief that we will be flying commercially-produced electric airplanes soon. Dr. Ullman is the author of The Mechanical Design Process, a standard text at many universities, and Making Robust Decicisons, Decision Management for Technical, Business, and Service Teams, and hosts Making Robust Decisions, a Blog …
Buckminster Fuller Would Be Proud
We will need lighter structures to achieve better fuel economy, but what if the structure could also be part of the power system in a vehicle? That seems to be one of the possibilities in this fascinating breakthrough in material science. Graphenes are one-atom thick layers of carbon, and are the lightest, strongest structure yet achieved. Not only is this material the strongest yet found, but the nano material has tremendous promise in electronics and solar PV devices. Consider that if it could be used to store and transmit current, a structure could be self-powering. To what extent could this be borne out in actual graphene structures?
A Personal Introduction
I’ve been asked by Dr. Brien Seeley to host the blog for the CAFE Foundation, a great honor, and one which I will attempt to serve with the same kind of dedication and intelligence the Foundation board members provide in their service to aviation. Because these postings will reflect the goals and aspirations of the Foundation, I feel a need to be as objective as possible, and to report on things that have value and benefit to people interested in finding solutions for the matters that concern all of us – aircraft efficiency, new powerplants and fuels, climate change, and possibly even things such as structural concepts and techniques that can contribute to meeting the outcomes we seek. In return, I ask for constructive criticism and respectful arguments, from all and addressed to all. We are able to find truth in considerate dialogue, and if one remembers the Socratic method of teaching, perhaps we will all learn something along the way. …