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I'm not saying it's impossible to make a 5, 10, 15 seater all-electric work. I'm saying a 100 passenger all-electric will never fly without a revolution in battery tech.

You say "just increase mass of the vehicle which is battery". If you read about this airplane you find that since they are using batteries with an appropriate safety rating for aviation, they've used all the space and mass already:

"this eBeaver isn’t carrying passengers — there isn’t room — and will only have a 15-minute endurance with a 25-minute reserve."

https://www.skiesmag.com/news/harbour-air-makes-history-with...

I tried finding concrete info about the Eviation Alice, but the best I could find was a photo of an unpowered full-scale model. They've been saying the first flight test is a couple of months away for more than one year it seems.

I’m curious if there is some monetary trade off for the sound level:

>> the plane’s four-bladed Hartzell composite propeller generated all of the remarkably quiet takeoff sound — a fraction of the thunder from the legacy Beaver’s radial piston

Maybe they’ll get a special class to be able to launch closer to cities without the noise complaints. Although I’d imagine it’s still pretty loud.

Also the bit after the paragraph about the batteries filling up the back mentions they didn’t use fully efficient batteries... they purposefully chose very safe but underpowered batteries previously used and flight tested by NASA for their own testing purposes instead of the higher end batteries used today in EV cars.

They're using an existing certified battery for the prototype, not for operations. It takes time to certify battery chemistries.

And small general aviation aircraft like these usually only have a small portion of their takeoff weight as fuel, maybe 20-25%. But passenger aircraft may have 50% of their takeoff weight be fuel (for instance, 777 on long haul flights). Electric aircraft like Eviation will need to go further (55%). This is something you can do with a cleansheet design like Alice, but can't with a mere conversion designed literally over 70 years with manufacturing and materials from 70 years ago.

And you can apply the same principle of increasing take-off weight fraction for kerosene-powered aircraft as well. The Virgin GlobalFlyer was 82% fuel on takeoff. It flew around the world and then some. Kerosene is much better than it needs to be to enable modern flight.

You're absolutely right about Alice being late, but the design concept is a good example of what is possible. You combine state of the art but existing lithium ion chemistry (which needs some work for aviation certification but IS used on the ground already) with state of the art lift to drag ratio (and perhaps additional innovations, like wingtip propulsion to reduce losses from wingtip vortices) with efficient enough structural mass to enable 55% of the takeoff weight (as well as landing weight, of course) to be battery.

These things multiply together to enable long range.

>I'm saying a 100 passenger all-electric will never fly without a revolution in battery tech.

I don't think you're right from an engineering point of view. Just multiply the aircraft size and battery number by some amount. For example:

>In September 2017, U.K. budget carrier EasyJet announced it was developing with Wright Electric an electric 180-seater aircraft to be developed by 2027. https://www.nextbigfuture.com/2018/09/easyjet-and-wright-ele...

Though all battery aircraft whether micro drones or A380 size will have a limited time they can stay up. Electrics currently seem limited to an hour or so whereas jets can do 16 hours now.

There seems quite a lot of potential on short routes <300 miles though using present batteries. (eg. London Paris or LA San Diego).

There's a lot of mistruth in green technology. You need to get to first principles - the numbers. Look at the power requirements and weight budgets of large airliners, look at the best case energy density of lithium batteries and do the calculations yourself. That's what the parent comment did.

Cars are not airplanes. Electric cars are much heavier but weight isn't a big problem on the road. That's why they work, and they're still catching up to traditional range expectations.

With airplanes, you have to lift that weight using the same energy stored within. In that case, energy density is the absolute issue. Nothing else matters.

There's no magical solution, a high-school physics class will teach you how to calculate the potential energy requirement to lift up a certain amount of weight, and dividing by energy density and volume of current battery tech does not lead to a working jet any time soon.

> the potential energy requirement to lift up a certain amount of weight, and dividing by energy density and volume of current battery tech does not lead to a working jet any time soon.

E=mgh

E=(1kg * 9.81m/s^2 * 10.000m) / 3600s = 27.25Wh.

Tesla currently is at around 260Wh/kg thus roughly ten times the amount of potential energy needed to get to 10.000m altitude.

I'd assume that till 2030 we get to ~500Wh/kg by improving current technology. And maybe some quantum leap to 1500-2000Wh/kg within 20 years.

An A320 or A380 will likely always need a fuel cell but a 15 seater with 1000km range is only a question of time.

>Tesla currently is at around 260Wh/kg thus roughly ten times the amount of potential energy needed to get to 10.000m altitude.

That's the energy - assuming 100% efficient conversion of battery power to altitude - to lift _only_ the battery to altitude (and then immediately fall back down).

Actual engines are nowhere near that efficient and you'll presumably want to lift the rest of the airplane too. Then you have to keep using power to keep the plane aloft and land it safely.

Your hypothetical 2000Wh/kg future batteries still have a specific energy less than 1/5 that of aviation fuel (Jet A = 11950Wh / kg). A 15-seater electric with 1000km range based on those magic (7.5x better than state-of-the-art) batteries would instantly upgrade to a 5000km range if you tore out the batteries and replaced them with a gas tank of equal weight.

Batteries need a ~40x improvement in their specific energy density to make sense as an energy source for aircraft that depend on thrust for lift.

Tragically, physics doesn't care that battery powered planes would be cool.

> Batteries need a ~40x improvement in their specific energy density to make sense as an energy source for aircraft that depend on thrust for lift.

I don't know how I can say "no" strongly enough.

If you only need 500km of range, it does not matter a single bit that jet fuel would increase your range from 1000km to 5000km. (Or 100km/180km/5000km respectively, if you want to talk about more contemporary batteries.)

Two things matter. Is the range good enough? How much does it cost? Jet fuel should not even be considered when answering the first question.

A good way to think of this is as a venn diagram. If an electric plane has 1000km of range then it overlaps with jet aircraft. And probably also cars, buses, and trains. I think of friends that live in the middle of Nebraska. If you want to take a plane first you drive three hours to Omaha. If electric aircraft were cheap enough perhaps they would come out ahead flying to Denver instead.

Potential energy is only one component of the power required by aircraft. If you want to actually go somewhere, you need speed, which means drag.

Drag increases the square of the velocity. That means going at 500knots (as an airliner does) uses a lot more power than going at the 150knots this seaplane might fly at.

You can calculate an approximate power requirement for the aircraft based on its glide ratio [1] or look at the power based on engine thrust [2]. In all cases you get figures in the 14-80MW range (engines don't tend to be full throttle during cruise)

That means your 260Wh/kg battery would need to weigh somewhere between 54 and 308 tonnes to sustain an hour of flight. That doesn't include takeoff, which is only a few minutes but might reach towards 200MW.

For reference, the 737 (low end power calculation) max takeoff weight is 62 tons and the 747-400 max takeoff weight is 397 tons. So in both cases you're looking at basically 30 minutes of useful cruise with current battery tech.

The range loss is additionally confounded by the fact that current aircraft lose fuel, so lose weight, during the flight. This accounts for a not-insignificant portion of the range.

[1]: http://large.stanford.edu/courses/2013/ph240/eller1/ [2]: https://aviation.stackexchange.com/questions/19569/how-many-...

So basically for electric passenger aircraft with even remotely comparable performance, we need a battery revolution. It definitely won't be by 2030.

All depends on what you want. You can have “infinite” range with “no” battery — gliders are a thing, you can rise on thermals and turn the potential energy into kinetic to get wherever.

But if you want to go as fast as a chemical engine and sustain that for as long as a chemical engine, you either need at least the energy density of a chemical fuel or some way to refuel in-flight.

Fuel efficient often means “slow”. Great for cargo, not so much for passengers.

Edit:

Just to add, I’m looking forward to a future of short-range electric personal aircraft, I’m just not expecting pure electric intercontinental for anyone other than hobbyists — unless there’s a big breakthrough in density or wireless power transmission.

The longest range conventional chemical aircraft flew around the world without landing. It's not necessary to equal that range for any commercial application. Kerosene is better than it needs to be.

Fuel efficient for aircraft doesn't necessarily mean slow, however (unlike ships). What matters is cruise lift to drag ratio. As long as you can adjust cruise altitude for peak efficiency and as long as all the flow is fully subsonic, then lift to drag ratio is mostly independent of speed (as you can increase altitude where the air is thinner to compensate).

So yeah, electric aircraft might stay at Mach 0.5 or so, but they don't need to be slow. Mach 0.5 is still much faster than any passenger high speed rail service and MUCH faster than car or bus or boat.

Pure electric intercontinental may be feasible for near-term chemistries like lithium-sulfur if you continue to push efficiencies (both structural and aerodynamic). Very long haul, like LA to Tokyo, will need lithium-air technology which is a few decades off.

Electric motor gliders should be great! You only need the battery/prop for takeoff and occasional sustaining flight and the glide ratio is ~4x better than general aviation planes.

It's almost like you didn't read the comment you're replying to. It makes the absolutely valid point that the power requirements of a small jet airliner are many orders of magnitude greater than the power storage capabilities of any current battery technology. I don't really see how you refute that. Nobody's arguing you can't make a small electric plane work (clearly - the article is about one which works). Big ones are another thing altogether.