Existing batteries cannot store enough juice for large aircraft, but will suffice for small, short-haul planes, as we reported in May
, which was rolled out on March 13th, shortly after the second of the 737crashes, is currently the world’s largest turbofan. It has a bypass ratio of 10:1. The latest iteration of Rolls-Royce’s Trent, the 7000, will also have a 10:1 ratio. And’s toes in the widebodied-jet market, has an engine calledwith a bypass ratio of 11:1. The daddy of the field at the moment, though, is Pratt & Whitney���sPratt & Whitney’s lead is the result of a gamble.
Rolls-Royce, meanwhile, is planning to go the whole hog, using a gearbox, carbon-fibre blades and a range of ceramic-matrix composites in what it calls its “ultrafan” technology, which it hopes will permit bypass ratios above 15. Ultrafan will also make use of additive manufacturing. And, naturally, every component in an ultrafan engine will have its digital twin in Rolls-Royce’s computers, keeping track of what is happening to it and flagging up any maintenance-related issues.
In an aerial context, where weight is everything, a large or long-distance electrically propelled aircraft will, for the moment, have to be a hybrid. Existing batteries cannot store enough juice per kilogram to allow otherwise—though, as Grazia Vittadini of Airbus observes, lithium-ion batteries are improving by one or two per cent a year. And, like compound interest, such incremental change adds up.
Fitting existing airframes with electric engines is clearly the quickest way of getting electricity-driven aviation airborne. But it may not, in the longer run, be the best. Most of the firms that plan to launch electrically powered regional aircraft are starting from scratch, using airframes made from carbon-fibre-reinforced plastics as well as specially designed motors.The most advanced of these startups is Eviation, an Israeli firm.
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