How far are we from long-distance commercial electric flights?

Michal Sura michsoora@gmail.com

By 2050, the EU wants to be climate neutral and have a zero greenhouse gas
economy. Climate neutrality can be achieved when the greenhouse gases emitted by
human activities are equal to those removed from the atmosphere by Earth's natural
uptake. Emissions from aviation are a significant contributor to climate change. The
aviation industry is pushed to cut their greenhouse emissions, but it is not easy to
develop emission-free propulsion systems suitable for aviation transport. Many
companies worldwide are working on alternative-propulsion systems. Zero emissions
aircraft such electric planes could help decrease aviation emissions, so let's analyze
whether the state-of-the art electric battery propulsion system is ready for long-distance
commercial flights today or in the near future.

Aviation is the basis of the world economy and keeps people connected. The air
transportation industry is responsible for a significant amount of greenhouse gas
emissions each year. We have not very easy task ahead of us, because we need to find
a solution to reduce the carbon footprint without significant reduction in air traffic. There
are many companies that identified electric battery propulsion system as one of the
most promising options to decarbonize aviation. This direct zero pollution propulsion
system has been successfully applied to power battery-powered vehicles, so it is hoped
that we can also use it to power electric aircraft. There are used mostly li-ion battery as
type of rechargeable battery in electric cars. These batteries are still heavy. That's why,
generally, battery electric cars weigh considerably more than similar internal combustion
engine powered vehicles. And, as many of you may have guessed, the high weight of
the battery can cause problems in airplanes. Let's see what we can do with current
lithium-ion battery technologies for aircraft propulsion.
In the following analysis, we will try to “install” an electric battery propulsion
system instead of internal combustion engine propulsion system, in two types of
aircraft:
- an aircraft with fixed wings
- a vertical take-off and landing (VTOL) aircraft

Electric battery propulsion system for an aircraft with fixed wings

We have chosen the Cessna 172 aircraft as the model of the fixed wing aircraft
where we will install electric battery propulsion system.
 The Cessna 172 Skyhawk is the most popular light aircraft and it is the
most-produced plane in aviation history. It is an American four-seat, single-engine, high
wing, fixed-wing aircraft made by the Cessna Aircraft Company. First flown in 1955.

Cessna has released at least 18 variants, or updated Cessna 172 models and for our
purposes we chose Cessna 172S (2) with the following parameters (1):

Maximum useful load 400.9 kg

Fuel capacity 213 litres
Range (on a full tank) 518 NM (959 km)
The basic empty weight 762 kg
Fuel consumption per hour 40 litres

The engine of Cessna 172 is designed to run on 100-octane fuel (Avgas 100LL aviation
fuel)

The aviation fuel Avgas 100LL has following parameters (3):

The specific volumetric weight is 717 kg/m3

The specific gravimetric energy density is 43.7 MJ/kg
The specific volumetric energy density is 31.33 MJ/liter
The specific gravimetric energy density Avgas 100LL is 12.14 kWh/kg
The specific volumetric energy density Avgas 100LL is 8.7 kWh/liter

Our Cessna 172 model has the fuel tanks capacity of 213 liters

The energy stored in the fuel tanks of Cessna is 1853 kWh

213l x 8.7 kWh/l = 1853 kWh

A typical internal combustion engine (ICE) is about 24% energy efficient, it means that
only 24% of a chemical energy is converted to a mechanical energy. So, based on that
internal combustion engine of Cessna 172 is able to convert full tank of fuel to 444.7
kWh of mechanical energy.

1853 kWh x 0.24 = 444.7 kWh

Let’s calculate how much of electric energy needs electric drivetrain to get 444.7 kWh of
mechanical energy. A typical drivetrain (electric motor and power inverter) powered from
a li-ion battery is 90% energy efficient.
To obtain 444.7 kWh of mechanical energy, 494 kWh of electric energy is needed.

1 / 0.9 x 444.7 kWh = 494 kWh

Tesla has one of the most energetically dense batteries on the market. The specific
gravimetric energy density of li-ion batteries "2170" with the nickel-cobalt-aluminium
(NCA) cathode chemistry, used in Tesla's Model 3 is ~ 260 Wh/kg (the specific
volumetric energy density ~730 Wh/l) (2). We decided to use these batteries for our
calculation for this reason.

We need li-ion batteries weight of 1900 kg to store 494 kWh of electric energy.

1 / 0.26 x 494 = 1900 kg

Let’s assume that the weight of electric motor, gearbox and power inverter is equal to
the weight of internal combustion engine of Cessna 172.
If there are “installed” li-ion batteries in aircraft, we will not need avgas fuel tanks that
weight 173 kg (weight of fuel Avgas 100LL - 153 kg + weight of empty tanks - 23 kg)

0.213 x 717 kg/m3 + 23 kg = 176 kg

Cessna 172 consumes 40 litres of Avgas 100LL per hour and 40 litres of Avgas 100LL
has chemical energy of 348 kWh.

40l x 8.7 kWh/l = 348 kWh

A typical internal combustion engine (ICE) is about 24% energy efficient and is able to
convert 348 kWh of chemical energy to 83.5 kWh of mechanical energy.

348 kWh x 0.24 = 83.5 kWh

A typical drivetrain (electric motor and power inverter) powered from a li-ion battery is
90% energy efficient. There is needed to have 92.8 kWh of electric energy in li-lion
batteries to fly by Cessna 172 for 1 hour.

1 / 0.9 x 83.53 = 92.8 kWh

When we “install” 176 kg li-ion of Tesla batteries (that is the weight of Avgas and empty
tanks), there is stored 45.76 kWh of electric energy.

0.26 Wh/kg x 176 kg = 45.76 kWh

This electric energy is enough to fly Cessna 172 for 30 minutes

45.76 kWh / (92.8 kWh / 60 min) = 30 min

If we want to replace the weight of avgas fuel tanks with the weight of batteries, where
is stored electric energy that allows output 447 kWh of mechanical energy, there is
necessary to use a li-ion battery with a specific gravimetric energy density 2.81 kWh/kg.

494 kWh / 176 kg = 2.81 kWh/kg

Electric battery propulsion system for VTOL aircraft

We have chosen the Robinson R22 aircraft as the model of the VTOL aircraft
where we will try to “install” electric battery propulsion system. The Robinson R22 is a
small, two-passenger helicopter that has became very popular. The helicopter was
introduced in the late 1980s and has been well-received by both pilots and passengers
for its cost, performance, and agility.

R22 BETA II Helicopter specification (3) :

Maximum useful load 176 kg

Standard fuel capacity 64 litres
Empty weight 399 kg
Fuel consumption per hour 30-38 litres
The engine of R22 BETA II is designed to run on 100-octane fuel (Avgas 100LL aviation
fuel)

The energy stored in the fuel tank of R22 BETA II is 556.8 kWh

64l x 8.7 kWh/l = 556.8 kWh

A typical internal combustion engine (ICE) is about 24% energy efficient, it means that
only 24% of a chemical energy is converted to a mechanical energy. So, based on that
internal combustion engine of helicopter R22 is able to convert full tank of fuel to 133.6
kWh of mechanical energy.

556.8 kWh x 0.24 = 133.6 kWh

A typical drivetrain (electric motor and power inverter) powered from a li-ion battery is
90% energy efficient. To obtain 133.6 kWh of mechanical energy, 148.4 kWh of electric
energy is needed.

1 / 0.9 x 133.6 = 148.4 kWh

We will use li-ion batteries "2170" used in Tesla's Model 3, with specific gravimetric
energy density ~260 Wh/kg (the specific volumetric energy density ~730 Wh/l) (2) in our
calculation again. We need li-ion batteries weight of 570.8 kg to store electric energy of
148.4 kWh.

1 / 0.26 kWh/kg x 148.4 kWh = 570.8 kg

The helicopter R22 BETA II consumes ~34 litres of Avgas 100LL per hour and 34 litres
of Avgas 100LL has chemical energy of 295.8 kWh
34l x 8.7 kwh/l = 295.8 kWh

A typical internal combustion engine (ICE) is about 24% energy efficient and it is able to
convert 295.8 kWh of chemical energy to 71 kWh of mechanical energy.

295.8 kWh x 0.24 = 71 kWh

A typical drivetrain (electric motor and power inverter) powered from a li-ion battery is
90% energy efficient. There is needed to have 78.9 kWh of electric energy in li-lion
batteries to fly by helicopter R22 BETA II for 1 hour.

1 / 0.9 x 71 = 78.9 kWh

The weight of fuel tank full of Avgas is 45.9 kg

0.717 kg/l x 64 l = 45.9 kg

There is possible to store 11.9 kWh of electric energy in Tesla li-ion batteries of weight
of 45.9 kg.

0.26 Wh/kg x 45.9 kg = 11.9 kWh

This energy is enough to fly R22 BETA II for 9 minutes

11.9 kWh / (78.9 kWh / 60 min) = 9 min

If we want to replace the weight of avgas fuel tanks with the weight of batteries, where
is stored electric energy that allows output 133.6 kWh of mechanical energy, there is
necessary to use a li-ion battery with a specific gravimetric energy density 3.23 kWh/kg.

148.4 kWh / 45.9 kg = 3.23 kWh/kg

 As we can see from the results of this analysis, the state-of-art specific energy
density of the li-ion battery does not allow the deployment of an electric battery
propulsion system for purposes of medium and long flights. We have to wait for the
development of batteries with a higher specific gravimetric energy density, at least at the
level of 1 kWh/kg to be used for medium-haul flights and at least 2 kWh/kg to be used
for long-haul flights.

1, https://www.flugschule-dortmund.de/booklet_cpq.pdf
2, https://electrek.co/2020/11/10/tesla-model-3-82-kwh-battery-pack-new-cells/
3, https://robinsonheli.com/r22-series/