Electric aviation has no tail or head ... why want to do electric in a sector that represents so few emissions?
It's like Formula 1, it's still not motorsport that contributes the most to RCA ... It's still interesting for R&D but autonomy is ridiculous and it is certainly much more virtuous to use the good old JetA1.
As for maintaining the (delusional!) Belief of an electric commercial aviation, there we are really in the lack of respect towards listeners!
The current top in electric aircraft (tourism, business and other)
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Re: The current top in electric plane (tourism)
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Re: The current top in electric plane (tourism)
sen-no-sen wrote:Electric aviation has no tail or head ... why want to do electric in a sector that represents so few emissions?
Three-quarters of transportation-related emissions are from trucks, buses and cars. The road thus generated 5,85 gigatonnes of CO2 in 2016, according to the IEA. An increase of 77% since 1990. With 0,91 gigatonnes per year, the aircraft comes second. Air transport is therefore globally responsible for 2,8% of CO2 emissions worldwide.
https://www.futura-sciences.com/planete ... ions-1017/
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“It is better to mobilize your intelligence on bullshit than to mobilize your bullshit on intelligent things. (J.Rouxel)
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"By definition the cause is the product of the effect". (Tryphion)
"360 / 000 / 0,5 is 100 million and not 72 million" (AVC)
Re: The current top in electric plane (tourism)
100% electric aviation is above all a technological nonsense.
To consume less, to have autonomy and a certain energy security, an airplane needs to be light; it must therefore embark the most concentrated form of energy possible, there are not 50 solutions: hydrocarbons and jet / combustion engines are required. Or at the limit, for those who love originality, hydrogen with a heat pump.
Hybrid architectures might not be excluded, but with a SMALL battery pack (buffer role) to serve electric motors distributed over the device.
Finally, for those who want ecological planes, it is better to think about biofuels ...
To consume less, to have autonomy and a certain energy security, an airplane needs to be light; it must therefore embark the most concentrated form of energy possible, there are not 50 solutions: hydrocarbons and jet / combustion engines are required. Or at the limit, for those who love originality, hydrogen with a heat pump.
Hybrid architectures might not be excluded, but with a SMALL battery pack (buffer role) to serve electric motors distributed over the device.
Finally, for those who want ecological planes, it is better to think about biofuels ...
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Re: The current top in electric plane (tourism)
GuyGadebois wrote:sen-no-sen wrote:Electric aviation has no tail or head ... why want to do electric in a sector that represents so few emissions?
Three-quarters of transportation-related emissions are from trucks, buses and cars. The road thus generated 5,85 gigatonnes of CO2 in 2016, according to the IEA. An increase of 77% since 1990. With 0,91 gigatonnes per year, the aircraft comes second. Air transport is therefore globally responsible for 2,8% of CO2 emissions worldwide.
https://www.futura-sciences.com/planete ... ions-1017/
Guy here we are talking about light aviation (little cuckoos), not mass commercial aviation!
And this represents a fleet of barely 2500 aircraft in France ... Let’s start by equipping touring planes with injection engines (most of them are equipped with carburetion engines whose technology dates back to the 60s and 70s! ) before wanting to develop electric aviation, the final ecological impact of which will be negative.
*
In France, in 2016, there was a fleet of 2 light aircraft, 440 gliders, 1 ULMs (source Gama951). Depending on the type of aircraft, their piloting requires training and an appropriate license.
https://fr.wikipedia.org/wiki/Aviation_l%C3%A9g%C3%A8re
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Re: The current top in electric plane (tourism)
sen-no-sen wrote:As for maintaining the (delusional!) Belief of an electric commercial aviation, there we are really in the lack of respect towards listeners!
With current battery technology, yes ... but your remark lacks respect for the battery technology of the future!
I am thinking in particular of lithium air? Which have a "mass capacity machine" (= all yield corrected) roughly 2 times higher petroleum fuels!
On the other hand, they have a unfortunately limited mass power, see: transportation, electric / battery-the-revolution-lithium-air-n-will-maybe-not-place t15396.html
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Re: The current top in electric plane (tourism)
There are no serious heavy aeronautical projects going in the right direction ... fossil and or synthetic fuels will have a fair share for the next 30 years at least.
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Re: The current top in electric plane (tourism)
To take off with lithium-air, electrify the runway?
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Re: The current top in electric plane (tourism)
sen-no-sen wrote:There are no serious heavy aeronautical projects going in the right direction ... fossil and or synthetic fuels will have a fair share for the next 30 years at least.
Okay for heavy projects ... this is not a reason to automatically condemn the use of electricity in aeronautics.
This subject also concerns light aviation.
I have been developing for 3 years an electric paramotor which will be presentable in a few months. Am in TRL6 now and I can tell you that electricity brings a lot of advantages for the paramotor ... so this project is heavy and solid
Some members of this forum are already aware, some are even involved in the project.
Obviously a paramotor is not a 747 ...
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Re: The current top in electric plane (tourism)
Christophe wrote:Okay for heavy projects ... this is not a reason to automatically condemn the use of electricity in aeronautics.
Most light gasoline tourism aircraft still operate on carburetion engines with technologies from the 60s and 70s, it would make more sense to encourage manufacturers to use injection rather than want to electrify the fleet.
What about recycling batteries in all their business? The availability of aircraft?
Frankly, given the size of the light aero fleet (2500 planes), it hardly makes sense to do it in the electrical sector, if not in a research and development logic.
As explained above, it is not really this sector (like auto-motorbike sport) which must make an effort in terms of GHG limitation, it is necessary to act on large volumes: auto transport, HGV, heavy aeronautics, sea freight , agrochemicals, livestock and building etc ...
I have been developing for 3 years an electric paramotor which will be presentable in a few months. Am in TRL6 now and I can tell you that electricity brings a lot of advantages for the paramotor ...
Yes, the electric paramotor is very interesting indeed, especially in terms of decibel!
Ditto for gliders and drones.
Electric is a great way for small devices.
Excluding aero, the scale limit of the elec is apparently that of the passenger car, and again the relevance would rather be an ultra-sober petrol fleet than all-out electricity. PL electric with batteries * it's nonsense!
* By cons of catenary PL would be very wise.
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