![]() For longer flights this calls for a large amount of matter (i.e. One of the issues with batteries is their relatively low energy content. In fact, as will be discussed later, an airplane really must be specifically designed to effectively use electric propulsion it is very impractical to convert existing gasoline-powered aircraft into electric ones. At this time, both options are very heavy and a high toll must be paid in terms of reduction in useful load. There are primarily two ways electrical energy is provided to run the motor: via batteries or via fuel cells. One of the most important downsides is the storage of the energy on board an aircraft. Unfortunately, the production of electricity is not the only drawback. Renewable energy is of course the answer, giving the electric airplane a unique potential as an environmentally friendly transportation vehicle. This holds for electricity produced by oil or coal plants. Electric airplanes are also environmentally friendly and don’t emit greenhouse gases, although this is offset by the fact that in many places the production of electricity releases harmful greenhouse chemicals into the environment. Another advantage is that batteries can be recharged by simply plugging them into a household outlet and, at this time, recharging batteries is inexpensive. ![]() ![]() Another important consideration is pilot and passenger safety since no fossil fuels are consumed there is no chance of carbon monoxide poisoning. Tune-ups and expensive overhauls are not required. ![]() The motor itself is a very reliable device that requires minimal maintenance when compared to a piston engine. Additional advantages include a very simple and reliable start and operation of the motor. There are no residues, odors, or stains associated with the operation of such motors – they are extremely clean. The other usual nuisances of gasoline engines are absent as well. The operation of electric motors is practically without vibration as long as the propeller is well-balanced. This contrasts with noisy piston or gas turbine engines and propellers associated with conventional installations. This is compounded using large-diameter, low-RPM propellers that also generate relatively low noise. Among those is the very quiet operation of such engines. Snorri Gudmundsson BScAE, MScAE, FAA DER(ret.), in General Aviation Aircraft Design, 2014 The Pure Electric AircraftĮlectric propulsion has a number of advantages over propulsion that depends on fossil fuel. The slit width is generally 1 μm, with a length of 1–15 mm is generally capable of producing thrust ranging from 0.1 to 100 μN. FEEP thrust is proportional to the magnitude of the operating voltage, it is a function of the length of the accelerating electrode slit. An electric field is formed by applying a positive voltage to the transmitter and a negative voltage to the accelerator, and electron beams emit discharge metal ions, reducing the pollution plume.Ĭesium has a low melting point (~29☌), low escape energy (2.14 eV), and a high atomic mass (~2.207×10–25 kg), and is an ideal working fluid for propellant FEEP. High voltage is applied (8–15 kV) between the emitter electrode exports and the accelerating electric field, causing metal ions to overcome the surface tension and accelerate and thus to produce thrust. Due to capillary action, the liquid metal flows to the emitter outlet slit. Solid propellant is stored in the transmitter storage chamber until needed, when the reservoir chamber is heated to liquefy the propellant. The propellant used includes low melting point metals, such as cesium, indium, etc. įEEP mainly includes a transmitter (containing a propellant reservoir chamber), an accelerating electrode, and a neutralizer.
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