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- 05/04/2013, 17:27 #101
- 31 may, 07
Tranquilo Felix si estamos aqui para debatir jeje , si no te niego que tengas razón, pero creeme que la tecnologia esta ahí y las baterias de 2. y 3. generacion estan inventadas.
Obviamente iríamos mas lentos si no fuese por Tesla, que con 400 y pico kgs de baterias en el Model S te hace 400 kms de autonomía , lo bueno digamos que ya existen coches y avionetillas electricas comercializables con sus limitaciones, pero existir existen.
Se pronostica 2015-2017 como año de las baterias de segunda generacion en los automoviles, y la siguiente generacion tal vez para 2020-2023 que ahi ya no se sabe si seran de Ion Litio o tiraran ya de otros materiales menos escasos en la tierra como el grafeno .
A eso suma paneles solares de grafeno que no solo irian en estas avionetas ligeras sino ademas en aviones comerciales grandes donde evitarias el sangrado de los motores reactores a la hora de suministrar energia a los sistemas del avion.
El departamento de energia de los EEUU e incluso los Chinos y su gobierno estan empezando a invertir y favorecer este tipo de industria , porque la necesitan ya .
Pasate si quieres por otros hilos mios como el del grafeno, te lo agradeceria(pincha en mi nombre y busca mis temas iniciados) , no pasa nada si estabas en version pesimista, parece que la cosa empieza a ir mas rapido.
Obviamente no te hablo de aviones jet con bateria ni avionetas bimotor con bateria , sino aviacion general ligera y sobre todo ULMs-VLA , y las escuelas muy probablemente tarden mas en incorporar esta tecnologia.
Lo que esta claro que en España se podria implantar un turismo de alta calidad con esta aviacion ligera electrica , pero para ello habra que favorecer la normativa o incluso ponerse a fabricar aqui, al modo EEUU , e interesa y mucho porque nos sobra la mitad de la energia electrica que producimos , ergo seria una forma de pagar rapido el deficit tarifario de la mala gestion del PPSOE.
Y te hablo como piloto estudiante de este tipo de avioncitos que ganas de tener un motor que produzca menos ruido sobre todo , que ganas de mayor rendimiento y que ganas de tener menores vibraciones y respuesta mas instantanea, pero sobre todo que no cueste 50-70 euros o mas solo en fuel cada hora de vuelo...
Última edición por F.Alonso; 05/04/2013 a las 17:31"SPANAIR 1986-2012 , Una de las mejores aerolineas europeas de la historia "
"PLATAFORMA SALVEMOS CUATRO VIENTOS"
- 05/04/2013, 18:05 #102
¿Que no? Se admiten apuestas. Los viejos del lugar recordarán los tiempos en que el gasoil costaba la mitad que la gasolina, cuando los únicos coches de gasoil eran los ruidosos y humeantes taxis con motor Perkins o Barreiros.
- 05/04/2013, 22:22 #103
- 31 may, 07
Y aun quedaria capacidad de producir mas electricidad poniendo todo al 100% e incluso poner mas plantas termosolares , fomentar instalaciones caseras de placas , instalaciones offshore eolicas ...
Contando con que el crecimiento de la poblacion sera negativo , creeme que ese andar sobraos en electricidad nos hara evitar una crisis que otros si sufriran, incluidos paises ricos.
Última edición por F.Alonso; 05/04/2013 a las 22:24"SPANAIR 1986-2012 , Una de las mejores aerolineas europeas de la historia "
"PLATAFORMA SALVEMOS CUATRO VIENTOS"
- 06/04/2013, 15:00 #104
... si acaso el Iva y fuera que si no recordamos mal es de un brutal y salvaje 21%!!
Son muchos a trincar y pocos a pagar, no hay más cera que la que arde.
- 17/04/2013, 13:51 #105
- 31 may, 07
FMC tocara despedirlos a todos y fuera , pero para eso nos tenemos que unir , no puede ser que los impuestos se dediquen en gran parte a mantener su chiringuito, enchufes, nivel de vida y cajitas de ahorro.
Volviendo al grano, otro fabricante que se lanza a la aviacion electrica aunque sea de momento prototipo, esto empieza a ser un pique
FIRST FLIGHT OF THE ELECTRIC POWERED LIGHT SPORT AIRCRAFT SPORTSTAR EPOS
March 28th, 2013 – Electric powered aircraft SportStar EPOS made its first flight from the Kunovice airport in Czech Republic today. The aircraft was piloted by Evektor's factory pilot Radek Surý. After taxiing tests at 8:25 am, the aircraft took off for its first test flight. After a short, approximately ten-minute flight, it landed successfully and a second flight followed immediately afterwards. The total time when the aircraft was powered by an electric motor reached about 30 minutes."I am glad that we are among the first companies in the world, who have managed to realize the idea of electric motor powered sport aircraft on the level of machine heading toward the serial production. I perceive a close parallel with the automotive industry. In that field, electromobility also struggles for its place on the market, which it deserves, but in doing so it must overcome a number of technical problems. I am convinced that the range of potential of electric driven sport aircraft is very wide," said the manager of the EPOS project Ing. Martin Drštička."The philosophy of Evektor includes pushing the boundaries of technical possibilities and finding new solutions not only in the field of aircraft design, but also in other industrial sectors. Through the development of electrically powered aircraft we have proved our developmental potential and enthusiasm of our employees for new technologies and design concepts. Now we have to pass through the period of tests and improvement of technical parameters which will enable us to achieve our goal - a fully operational sport aircraft powered by an electric motor," said Managing Director Václav Zajíc.The SportStar EPOS (Electric POwered Small Aircraft) is a derivative of SporStar RTC and represents the concept of two-seater sport aircraft of the near future. The experimental operation of the SportStar EPOS was made possible due to close cooperation between Evektor company and the Czech Light Aircraft Association. SporStar EPOS was aerdynamically optimized and is equipped with new trapezoidal wing of extended span. Aircraft is powered by 50 kW electric motor. Installed power unit represents the pinnacle of performance series of drives, which are also suitable for gliders, motorized rogallos or powered paragliding. During the following flight tests, function of the power unit and its effect on flight and operational characteristics of the airplane will be examined. The objective is to develop an aircraft which can be used both by private customers, as well as flight schools as a suitable aircraft for initial pilot training. Protoype of the SportStar EPOS was manufactured by Evektor-Aerotechnik company, one of the world largest manufacturers of the advanced light sport as well as training aircraft. Evektor-Aerotechnik sells its aircraft to 40 in countries all aroud the world.The first SportStar EPOS presentation to the public will take place at the Europe's largest aviation exhibition Aero Friedrichshafen in Germany, which will be held from 24th to 27th April 2013.The project of the aircraft SportStar EPOS is realized with the financial support of the Technology Agency of the Czech Republic under the guidance of the company Evektor and in collaboration with other Czech companies: Rotex electric - manufacturer of the electric motor RE X90-7, Aerospace Research and Test Establishment - manufacturer of the propeller, MGM compro - manufacturer of the motor control unit and Faculty of Information Technology of Brno University of Technology - supplier of the display unit for motor parameters.
Evektor belongs to the leading design and development companies in the Czech Republic. Main activities of the company are development and design especially in aerospace and automotive industries in Europe. The airplanes developed by Evektor include small sport airplanes EuroStar and SportStar, four-seater airplane VUT100 Cobra and multi-purpose airplane EV-55 Outback.
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Engine Manufacturer Rotex Electric Model RE X90-7, electric motor, brushless, DC Nominal power 50 kW (67 hp) Maximum speed 3 000 rpm Weight 17 kg (37.5 lbs) Propeller Manufacturer VZLÚ, a.s. Model V332-3A1 Type 3-blade, composite Diameter 1.625 m (64 in) Engine control unit Manufacturer MGM COMPRO Model HBC-SERIES V7, 300400/EPOS1 Max. continuous power 300 A Max. supply voltage 400 V Battery Container Type of cells SLPB100216216H Manufacturer of cells Kokam Co., Ltd. No. of cells in the container 45 cells connected in series Max. voltage 378 V No. of containers 2 + 2 Dimensions Wing span 10.462 m (34.32 ft) Length 5.980 m (19.6 ft) Height 2.476 m (8.12 ft) Weight Max. take-off weight 600 kg (1,322 lbs) Empty weights (withouth battery containers) 275 kg (606 lbs) Max. baggage weight 15 kg (33 lbs) Weight 53 kg (116 lbs) Performance Maximum speed 260 km/h IAS (140 KIAS) Cruise speed 150 km/h IAS (81 KIAS) Stall speed 73 km/h IAS (39 KIAS) Endurance (2 + 2 battery containers) cca 1 hour
Encontrareis algo mas de informacion en ese ultimo enlace , y en la propia web del fabricante."SPANAIR 1986-2012 , Una de las mejores aerolineas europeas de la historia "
"PLATAFORMA SALVEMOS CUATRO VIENTOS"
- 29/04/2013, 13:41 #106
- 31 may, 07
Nuevas noticas de 2 modelos de avionetas ligeras electricas que suponen una evolucion del Electra One , 2 modelos uno completamente solar de mayor envergadura alar y el otro una evolucion del hibrido Electra One con el doble de autonomia que el original, sinceramente esto va muy bien.
SolarWorld and PC-AERO Unveil Two New Solar-Powered Airplanes
by Lidija Grozdanic, 04/23/13
SolarWorld and PC-Aero just announced plans to launch two new solar-powered electric aircraft at the AERO Global Show for General Aviation in Friedrichshafen, Germany this month. The show, scheduled to begin tomorrow, will feature the SolarWorld eOne prototype aircraft and an improvedElektra One Solar.
The new Electra One Solar is an improved version of the PC-Aero’s Electric Aircraft Elektra One, upgraded with a longer wind span and 6 square-meter solar cells on the wing surface. More than 1 kW of power necessary for flying is generated by thesolar cells, while the onboard Li-Ion batteries provide additional 1.5 kW. The aircraft which weighs just around 100kg without the batteries can fly more than eight hours straight, with a maximum range of 1,000 kilometers at the speed of 100 kmph. The aircraft’s body is entirely made from carbon composite materials.
Designed by SolarWorld, with the support from PC-Aero, SolarWorld eOne is a one-seater prototype aircraft which also uses solar harvesting technology. The aircraft features a 16kw engine Thanks to its lightweight body made from carbon composite materials, the aircraft features a 16 kW engine, although only 2.5 kW is needed to get the plane airborn.
New Elektra One Solar Plane Flies Twice as Far as the Original
by Marc Carter, 04/14/12
Following the maiden flight of their Elektra One electric plane, SolarWorld and PC-Aero have unveiled a new solar-powered version that gives the small plane twice the range of the electric version. The Elektra One Solar plane features solar cells on the wing surfaces that harness energy from the sun to provide zero-emissions flying with lower operating costs and less noise.
The Elektra One Solar is a one-seater plane that is built of carbon composite materials and has a longer wing span than the initial Elektra One electric plane that gives it a better glide ratio. In addition to being able to travel just over 600 miles, the solar plane can fly for more than eight hours, weighs only 400 pounds and can carry a payload of 220 pounds, including the pilot.
“Elektra One is emblematic of a future in mobility that relies on efficient and environmentally sound electric vehicles,” said Frank Asbeck, CEO of SolarWorld. “We need to stop depending on fossil fuels – and their dirty, noisy use of scarce resources – to get from one place to another. Solar power, abundant and pervasive, is the obvious choice for travel in the skies.”
first close-to-production solar-electric airplane
The energy driving the electric motor is generated with wing-based crystalline solar cells from SolarWorld and a lithium-ion battery. PC-Aero joined forces with SolarWorld to build the SolarWorld e-One. Powered by a solar-electric motor, the new airplane generates no CO2 emissions or noise, thereby laying the foundation for a new era in aviation history.
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Specifications SolarWorld e-One
MTOW 300 kg empty weight
100 kg battery weight 100 kg payload 100 kg wing span 13 m wing surface 10 m max. engine power 16 kW max. range up to 1,000 km max. endurance more than 8 hours cruise 140 km/h aspect ratio 16,9 best glide ratio 33 certification Ultralight class Germany (LTF-UL)
Última edición por F.Alonso; 29/04/2013 a las 14:09
"PLATAFORMA SALVEMOS CUATRO VIENTOS"
- 30/04/2013, 13:45 #107
- 31 may, 07
El Solar impulse ya ha cruzado EEUU de forma exitosa , sinceramente no solo este prototipo sino los anteriores sumados a este haran posible que veamos aviones solares o hibridos en pocos años .
Ya no es solo el avion electrico sino la posibilidad de un coste energetico ridiculo y por hora de vuelo que disparara la posibilidad de que mas gente disfrute de estos vuelos como piloto o pasajero.
Obviamente el coste de este tipo de aeronaves, sus baterias y celulas solares son el problema a batir para que sea una realidad, pero en 10-15 años veremos si es o no algo accesible, yo pienso que podria serlo.
Solar Plane Soars Over San Francisco Before Epic Cross-Country Odyssey
- BY JASON PAUR
- 3:46 PM
Photo: Solar Impulse/J. Revillard
The solar airplane that will attempt to fly across the country has made its final test flight, spending most of the day soaring over San Francisco Bay on a day that couldn’t have been any prettier.
Tuesday’s flight began at sunrise as pilot and Solar Impulse co-founder Bertrand Piccard departed Moffett Field in Mountain View. He spent much of the day aloft, giving people from Silicon Valley to Sausalito a chance to see the gentle giant of an aircraft. The plane, which has the utterly unromantic name of HB-SIA, has a wingspan of 208 feet, just a few feet less than the 747 that transported it to the United States from its home in Switzerland. Despite the massive wingspan, it weighs just 3,527 pounds.
Piccard first headed west from Moffett Field, making his way at around 45 miles per hour up the coast from Half Moon Bay towards San Francisco. By 2 p.m. Solar Impulse was cruising around 3,500 feet over the entrance to San Francisco Bay, with multiple local icons in view, including the Golden Gate Bridge partially shrouded in fog.
HB-SIA features four brushless electric motors, each good for 10 horsepower. Flying under solar power alone, the engines provide an average of 8 horsepower, enough to keep the propellers spinning at 400 rpm and the airplane cruising at a leisurely 43 mph.
The test flight was the third flight the team has made in advance of its flight across America scheduled to begin next week. The airplane has made several flights in Europe (including a night flight), and one to Africa, before being transported to the U.S. in February. For the “Across America” flight, the solar powered airplane will take a southerly route across the United States before making its way north, ending the trip in New York City some time in June or July.
Fuente:Solar Plane Soars Over San Francisco Before Epic Cross-Country Odyssey | Autopia | Wired.com
"PLATAFORMA SALVEMOS CUATRO VIENTOS"
- 16/07/2013, 22:06 #108
- 31 may, 07
Esto es un no parar , estan diseñando un prototipo de Bimotor electrico y solar de tipo Partenavia para capacidad de casi 500kgs de carga y 6 personas , el Elektro E6.
Home» Elektro E6
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PC-Aero y EADCO presentaron en el Salón Aeronáutico de Le Bourget en París el proyecto de avión bimotor eléctrico de seis plazas denominado “Elektro E6”.
Proyecto Elektro E6
El Elektro E6 es la plataforma tecnológica para el futuro de aviones de transporte eléctrico. Baja emisión de CO2, ruido y vibraciones, estructura compuesta de carbono, dos motores eléctricos, ala alta, células solares, 6 plazas, 480 kg de carga útil, tren de aterrizaje retráctil, sistema anti-hielo, cabina presurizada y aire acondicionado.
EADCO se encargará del diseño y construcción del Elektro E6 y PC-Aero todos los componentes eléctricos, considerando su antecedente en el pequeño monoplaza eléctrico Elektra One y las versión solar SolarWorld e-One. Ver notas sobre Elektra.
Los diseñadores del proyecto Elektro E6 esperan que la tecnología en baterías mejore durante la próxima década así alcanzar el objetivo de una autonomía de 700 km con un peso en baterías de 400 kg, ya que la actualmente podrían volar 300 kilómetros. Ellos pretenden tener listo y certificado el prototipo a la espera de los avances tecnológicos en cuanto a capacidad de almacenamiento, velocidad de carga y disminución de peso de las baterías.
El E6 tendrá una envergadura de 16 m, longitud 10 m, siendo la altura y ancho del fuselaje de aproximadamente 1,5 m. Estiman una velocidad de crucero de 220 kph, y máxima 300 kph.
Video presentación conceptual del Elektro E6 por CalinGologan.
Agradecemos por el informe y material a Dr. Birgit Weißenbach del departamento Prensa y Marketing de PC-Aero.
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Pero no solo eso sino que se estan haciendo las primeras pruebas del Sunseeker Duo con éxito :
At daybreak at our test facility in Voghera, Sunseeker Duo was pulled out from its hanger and onto the runway for its maiden flights. The airplane was connected to a tow vehicle, driven by Irena Raymond. On the first run, Eric kept the airplane on the ground for a high speed taxi test. The airplane handled well, so on the second pass Eric pulled the nose wheel off the ground, the wings flexed to life and with little fuss the Duo climbed into the sky.
A total of seven flights were made. After the first few flights, ballast bags were added to mimic the weight that will be added when the battery packs are incorporated. Eric reported that the handling improved considerably as the weight increased. The flights confirmed that the airframe, control systems, and landing gear are rigged correctly and the airplane handles as predicted both in the air and on the ground.
"PLATAFORMA SALVEMOS CUATRO VIENTOS"
- 17/07/2013, 22:26 #109
- 31 may, 07
Sigamos pues, por lo visto Eads ha diseñado un avion biturbina electrico bastante parecido a las unducted fan usadas en aeromodelismo , pero que incluyen movimiento de los alabes internos en angulo para aprovechar la corriente del aire lo mejor posible en todo tipo de condiciones .(Ademas biplaza , recordemos que hasta hace poco era imposible crear un avion electrico biplaza y solian ser monoplazas).
Las prestaciones ademas son aceptables tipo ULM de tercera generación y como la de las cessna 150-152, con una magnifica velocidad baja de sustentacion en el aire.
Usa la rueda principal del tren para acelerar hasta 60kmh y asi ahorrar bateria para luego pasar a las turbinas.
De momento la autonomia es de chiste entre los 45 mins y 1 hora , pero con la segunda o tercera generacion de baterias , si ademas se le añade placas solares a las alas como hemos visto en anteriores post , seria un modelo de bajo coste energetico para entrenar pilotos , fijaros la base parece la de un minijet de entrenamiento militar tipo C101 en tamaño micro , esto es sensacionalmente un avance importantisimo, si viene acompañado de buenos factores de carga (Si aguantase Gs por encima de la media, yo creo que podria valer para entrenar pilotos acrobaticos y hasta militares de evolucionarla como dios manda o incluso unas pocas horas de formacion en este avion a un piloto comercial le vendrian muy bien, posibilidades infinitas y solo estamos hablando de instruccion, imaginaros desde el punto de vista del ocio y paseos).
E-Fan: electric aircraft in progress. Two years after the first electric aerobatic plane and the all-electric Cri-Cri, the smallest manned aircraft in the world (earlier post), the teams at EADS Innovation Works (IW) (the corporate research and technology network of EADS) and Royan-based ACS (Charente Maritime, France) have developed E-Fan, a fully electric general aviation training aircraft.The two-seat E-Fan has undergone a very intensive development phase of only eight months. E-Fan propulsion is provided by two electric motors with a combined power of 60 kW, each driving a ducted, variable pitch fan. The duct increases the static thrust, it reduces the perceived noise and improves safety on the ground. With the engines located close to the centre-line of the aircraft, the E-Fan has very good controllability in single-engine flight.
Because of timing and availability constraints, off-the-shelf Lithium polymer batteries are used in the technology demonstrator, giving an endurance of between 45 min. and 1 hour, EADS said. New batteries with a higher energy density will be installed later on, which will increase the endurance to up to 1 hour 30 min.Total static engine thrust is about 1.5 kN. The 250 V Lithium polymer batteries (40 Ah, 4V per cell) are made by KOKAM and are housed within the inboard part of the wings outside the cockpit and provided with venting and passive cooling.
The batteries can be recharged in one hour, or they can be rapidly replaced by means of a quick-change system (available on the fully certified version). An on- board 24 V electrical network supplies the avionics and the radios via a converter. A backup battery is provided for emergency landing purposes.
The length of the aircraft is 6.7 meters with a wingspan of 9.5 meters. Take-off speed is 110 km/h (68 mph); cruise speed is 160 km/h (99 mph); and maximum speed is 220 km/h (137 mph).
Another innovation of the E-Fan is its landing gear, which consists of two electrically-actuated retractable wheels positioned fore and aft under the fuselage, plus two small wheels under the wings. The aft main wheel is driven by a 6 kW electric motor providing power for taxiing and acceleration up to 60 km/h (37 mph) during take-off, reducing overall electrical power consumption in day-to-day operation.
An optimized electrical energy management system (e-FADEC) is integrated into the aircraft, which automatically handles all electrical features, thereby simplifying the monitoring and controlling of the systems. The e-FADEC reduces the pilots’ workloads, allowing the instructor and the student to fly the aircraft and focus on the training mission.We believe that the E-Fan demonstrator is an ideal platform that could be eventually matured, certified to and marketed as an aircraft for pilot training.EADS IW is developing the electrical and propulsion system together with partners such as ACS, which is building the all-composite structure, the mechanical systems and conducted the aerodynamic studies.
—Jean Botti, Chief Technical Officer (CTO) at EADS
The French innovation institutes CRITT Matériaux Poitou-Charentes (CRITT MPC) and ISAE-ENSMA, as well as the company C3 Technologies have been responsible for the construction and production of the wings. Electrical engineering experts from Astrium and Eurocopter helped out with their expertise in testing the battery packs while the livery was designed by Airbus.
The E-Fan project is co-funded by the Direction Générale de l’Aviation Civile (DGAC, the French civil aviation authority), the European Regional Development Fund (FEDER), the French Government (Fonds FRED), the Région Aquitaine and the Département Charente-Maritime of France.
EADS E-Fan electric plane
3 of 8 from Electric aircraft energize Paris Air Show (pictures)
The E-Fan is an all-electric demonstration aircraft that manufacturer EADS thinks will be good for quiet, zero-emission, cost-effective pilot training. The plane and passenger mass at takeoff maxes out at 550kg. It's got a takeoff speed of 68mph, cruising speed of 100mph, and and maximum speed of 137mph. But its range is fairly limited compared to conventionally fueled aircraft: it can fly only about 45 minutes to an hour.
Aqui teneis el tocho de EADS sobre su avion en PDF al margen derecho para descargar :
Articulo de Wired con fotos muy chulas :
Tenemos ademas otro prototipo hibrido por parte de Diamond-Eads-Siemens que estuvo en el Salon de Le Bourget.
Industry Sector / Drive Technologies Division
- A successful maiden flight: Siemens, Diamond Aircraft, and EADS showcase the new "DA36 E-Star 2" with a serial hybrid-electric drive at the Paris Air Show.
- The motor glider's novel Integrated Drive System, which boasts a world record power-to-weight ratio, is scalable and is suitable for commercial use in principle also in aircraft for up to 100 passengers.
The DA36 E-Star 2 lands after a one-hour maiden flight at Diamond Aircraft's Wiener Neustadt airfield. Siemens Drive Technologies Division delivered an Integrated Drive System consisting of an engine, converter, gear unit and control electronics. To do this, the Division drew on its drive and engineering expertise from industrial applications.
After successful preliminary testing in 2011, joint development efforts by the companies involved have now reached a further milestone. The aircraft exhibited at the "Le Bourget" air show successfully completed a one-hour maiden flight at Wiener Neustadt airfield on June 1. Thanks to the innovative integrated drivetrain from Siemens, it was possible to reduce the empty weight of the motor glider by around 100 kg compared with its predecessor in 2011. This means the aircraft has a realistic capacity and range as expected from a commercial aircraft.
The propeller of the motor glider is electrically driven by a hybrid system, consisting of an Integrated Drive System from Siemens and a generator that is powered by a small Austro Engine Wankel rotary engine. The DA36 E-Star 2's drive system provides an output of 80 kW during takeoff and a continuous output of 65 kW. The electric motor weighs just 13 kg. At 5 kW/kg, its specific continuous output is twice that of the first prototype and about five times greater than that of a typical industrial electric motor. The power electronics and gearbox are integrated into the electric motor and included in the weight stated. For takeoff and climbing, additional energy is drawn from a battery which is recharged during cruising. This battery is provided by EADS Innovation Works (IW), the corporate research and technology network of EADS).
"The technology is scalable and will soon be making its way into small aircraft and in the future, commercial aircraft with 50 to 100 passengers, making aviation 'greener'," said Ralf-Michael Franke, CEO of Siemens Drive Technologies Division. "This milestone in development once again proves that the Siemens "Integrated Drive Systems" concept is the way of the future in drive technology. It also shows that this approach will provide higher powers coupled with increased energy efficiency in many different industries and applications."
Siemens, EADS, and Diamond Aircraft also signed a declaration of intent regarding closer cooperation on the development of hybrid-electric aircraft in the margins of the Paris Air Show. You can find more information about this here: www.siemens.com/press/electricaircraft.
Follow us on Twitter at: www.twitter.com/siemens_press
Fuente: Press Releases - Siemens Global Website
Última edición por F.Alonso; 18/07/2013 a las 00:45
"PLATAFORMA SALVEMOS CUATRO VIENTOS"
- 18/07/2013, 18:10 #110
- 31 may, 07
Chip Yates planea emular a Charles Lindberg , cruzando el Atlantico con un avion completamente eléctrico, y es que tras su empresa de motocicletas electricas, sus record de velocidad en moto electrica mas rapida y en avion electrico mas rapido, este crak quiere seguir superando barreras y reinventando.
COSTA MESA, Calif. — It’s just after 10 on a Thursday morning and Chip Yates — whose energy is exceeded only by his imagination — is on his fourth errand of the day. He’s in a small fabrication shop in a nondescript industrial park, with a few minutes to kill.
He examines some steel and aluminum tubing being fitted to the front of a somewhat worn composite airplane that looks like it’s going backward. They will be the prototype for a “refueling” probe for his most imaginative project to date.
Yates is a pilot. He got his license a year ago. Despite his inexperience, he has a dream. A crazy, outlandish, almost insane dream. He wants to repeat Charles Lindbergh’s historic flight across the Atlantic — in an electric airplane.
Lindbergh was the first to fly solo across the Atlantic when he made the flight in 1927. Electric aviation is in its infancy, and its longest flight thus far is less than 1,000 miles. Yates plans to fly 3,500 miles, and do so at least as fast as Lindbergh did.
He is quite serious about this. And as crazy as it sounds, his efforts have caught the attention of the Navy.
Yates poses for a portrait on one of his electric motorcycles.
Yates says “maybe 20 percent of my motivation” for the idea, which came to him during a vacation on Catalina Island, stemmed from his desire to be a pilot. It isn’t fame or fortune as a pioneer that drove him, it was the engineering challenge.
“It wasn’t about how I can make money,” he says. “It was about how I can spend money.”
When he isn’t pushing the limits of electric vehicles, Yates, 42, is a patent and intellectual property consultant. It pays the bills generated by his abiding passion: inventing stuff. He is perhaps most famous for building an electric motorcycle that beat top-tier race bikes and set a land speed record at 197 mph.
That is nothing compared to the electric airplane project.
To fulfill the ambitious goal, Yates must overcome the great disadvantage of electric drivetrains — their limited range. His solution is to use unmanned aerial vehicles that will provide additional electricity during the flight. That’s another way of saying he will use autonomous battery packs that will meet him in flight, transfer energy to the plane and return safely to an airport.
This is so far beyond anything that’s been accomplished in electric aviation as to sound impossible. Electric aviation has only become something approaching practicality for hobbyists happy to fly slowly and silently within a short radius of home. There are some ideas for extending range, but no one is considering anything approaching what Yates is proposing. His idea makes the Solar Impulse transcontinental flight on solar power seem sensible.
You could argue he’s nuts, but the same was said of the early pioneers of flight, who, through trial and error and sheer force of will flew further and faster than anyone thought safe or sane. And while some are discounting Yates as a crackpot, he has the Pentagon’s attention. Electric aircraft have very little acoustic or thermal signature, making them well-suited to reconnaissance missions. The Navy recently signed a cooperative research agreement allowing Yates to work with the branch’s China Lake testing facility in southern California.
Not everyone is convinced that Yates is anything but a hot-rodder in an airplane, and his track record thus far – which includes a dead stick landing six days after getting his pilot’s license – has some calling him reckless.
“He’s not typical of the aviation industry,” concedes Erik Lindbergh, a pilot who is the legendary aviator’s grandson and a proponent of electric aircraft. “He’s young and he’s a breath of fresh air in that he’s willing to risk it all and do what he sets his mind to.”
Such things are far from Yates’ mind as he stands in the fabrication shop.
“I’ve got 20 minutes to kill,” he says, looking at his watch, then at the airplane. “What can I do in 20 minutes?”
THIS IS NOT A RHETORICAL QUESTION. YATES SETS TO WORK WITH HIS FRIEND, COLLABORATOR AND MASTER FABRICATOR CHRIS PARKER ON THE RECHARGING PROBE THAT WILL, IN THEORY, TRANSFER ENERGY FROM THE FLYING BATTERY PACK TO THE AIRPLANE.
Building an airplane is easy. Building an electric airplane isn’t much harder. Building one that can cross an ocean is difficult. There are two ways to do this. You can, like Solar Impulse, build an absolutely immense airplane, cover it with photovoltaic cells and cruise at a leisurely 30 mph.
Yates, who used to race motorcycles, has no interest in this.
“Flying electrically, really slow, doesn’t provide humanity anything,” he says.
He isn’t after airliner-like speed. Lindbergh averaged just over 100 mph in Spirit of St. Louis. Yates wants to go at least that fast. If that means inventing some method of aerial recharging, so be it. But without the multi-million dollar budget of a project like Solar Impulse, Yates must get creative. Yates, moving at the speed of a pit-lane mechanic at the Indy 500, grabs a part from the shelf. It’s a hub from a GMC Denali, and it will link the bespoke carbon-fiber propeller to the electric motor at the back of the plane.
“It’s $170 at Kragen,” he notes.
Using the GMC part is not only cheaper, it’s safer. It’s a proven design and less likely to fail than anything he might come up with.
“That’s the key to pushing the limits,” he says. “Don’t push them all by biting off unnecessary technical risk.”
It’s this kind of low-budget DIY ingenuity that allows him to do things like build an electric motorcycle capable of almost 200 mph. That bike provided the motor, which Yates says will produce about 258 horsepower.
“We donated it to a museum,” he says of the record-setting electric motorcycle. “I don’t think they needed a $30,000 motor to sit hidden inside the bike.”
The shadow of Yates’ plane crosses John Wayne Airport during takeoff in Santa Ana, California.
Yates was raised in Pittsburgh and spent his late teens at a military academy in Indiana before finding his way to southern California. He skipped college and went to a police academy, but never became a cop. Instead he landed an engineering apprenticeship. A few years later he was in Hong Kong working for toymaker Lanard, where he invented the “Fliplash” car. It was very successful and earned him a promotion. But Yates wanted to move beyond toys.
He was chasing an MBA at USC – where he invented and patented a high-end corkscrew – when a chance meeting led to a job in Boeing’s licensing and intellectual property group. It allowed him to hone his negotiating skills while learning the ins and outs of the patent world. That provided the experience he needed to become a consultant, an occupation that provides the time, and money, to pursue his passions.
It was after this when Yates was in his late 30s when and decided to go motorcycle racing. Eighteen months later, he was running with the pros in World Superbike.
That didn’t go so well. A crash landed him in the hospital with a broken pelvis and plenty of time to think. So he started thinking of building an electric motorcycle – not one for well-heeled urbanites happy to putter around at 60 mph, but a bike for guys who ride like he does.
“I wanted to build a bike that could do AMA lap times,” he says, referring to the American Motorcyclist Association, racing’s governing body. “That was the only condition I put out there.”
Yates sunk more than $250,000 into the project. The result was an aesthetically challenged but lightning-quick machine capable of beating race-prepped Ducatis and Suzukis. After setting records, including the benchmark for an electric motorcycle at 197 mph, at Bonneville in 2011 and making an amazing run at the Pikes Peak International Hill Climb, Yates retired the bike.
By the end of the year, he was working on his next idea – flying across the Atlantic. Yates spent the first few months of 2012 working out how to get started. To test the electric drivetrain, he bought a used Long-EZ, an airplane renowned for its ability to fly far and fast with minimal power.
The Long-EZ, a two-seat composite airplane designed by the legendary Burt Rutan, has its main wing in the back, with the engine. A small “canard” wing is up front by the pilot. It’s odd, but famous for its efficiency and speed. Yates is using it as a platform on which to work out the details of mid-air recharging and see how far he can push the 440-volt, 80 amp-hour lithium-ion battery that will power his airplane.
He’s still designing the airplane that will cross the Atlantic. It will look a lot like a glider, with a wingspan of about 100 feet. But it will weigh roughly 26,000 pounds – about as much as a mid-size business jet. Batteries will comprise about 80 percent of the mass, providing a range of around 700 miles. By comparison, the Solar Impulse airplane crossing the country right now has a wingspan of 208 feet and weighs 3,500 pounds and a range limited by pilot endurance.
With a lift to drag ratio of 35:1, the airplane will be more like a glider than anything else. His plan is to take off from New York with one of the flying battery packs attached to the airplane. He’ll use an electric launch cart to accelerate the massive airplane to take off speed. That first flying battery pack will stay aboard for a bit less than four hours before being jettisoned and landing in Canada.
Yates works on the tail end of his electric airplane.
Yates performs the last of his preflight checks before takeoff.
]WITHOUT SOME RISK TAKERS, WE JUST DON’T MAKE PROGRESS THAT FAST.
A second battery pack will meet Yates, and connect via a cord and probe similar to how military planes refuel. The two will fly attached as the main airplane uses the electricity from the battery pack. This method will be repeated with a third battery pack as he flies east. In the middle of the Atlantic where Yates will be furthest from land, he will by flying on internal batteries only. Eventually he will meet a fourth flying battery pack that will be able to land in Ireland, and a fifth battery pack that will take him to Paris.
Yates acquired the Long-EZ early last year. He and his team immediately went to work converting it to electric power. By late spring, they had something capable of flight. Then Yates realized he was missing a key component.
His pilot’s license.
Rather than follow the traditional path of hiring an experienced test pilot, Yates figured he’d do it himself. The airplane was a known quantity – the Long-EZ has been around since the late 1970s – the only difference was the fuel. So he spent two months earning his license. He had it less than a week before making his first flight in the electro-EZ at Inyokern airport in southern California’s Mojave Desert, on July 6.
The next day he set an unofficial speed record for an electric airplane by flying 202 mph, eclipsing the previous benchmark by more than 30 mph. It proved to be a bit more than the system could handle, though, and several cells in the battery pack ruptured. Yates made an emergency landing, barely reaching the runway to make his first dead stick landing.
Many in the aviation community found it all a bit reckless. Maybe he was. But in the early days of flight, advancements often cost aviators their life. Yates acknowledges the risk, but believes he has proceeded as safely as possible.
Tom Peghiny, who designed and built an ultralight airplane in the 1980s and helped shape the light sport aircraft category in the 1990s, has been flying long enough to see many ideas come and go. And today he’s working on electric airplane designs himself. He says guys like Yates, with their outlandish ideas and far-fetched dreams, are the ones who push aviation forward. Change comes in great leaps, not small steps, he says.
“Self-funded and acting much like a techno hot-rodder, it’s great that there are still people like willing to go for it like Chip Yates,” he says. He doesn’t know Yates personally, but is impressed by his background and his approach.
“With regard to his company’s plan for transoceanic electric flight with unmanned power drones, you have to take him seriously,” Peghiny says.
In the coming months, Yates will begin testing new systems on the airplane, including the mid-air refueling probe and a new battery pack. He’s enlisted a renowned test pilot, Dick Rutan (Burt’s brother) who has flown everything from combat jets to the Voyager, the first airplane to fly around the world on a single tank of gas.
Somewhere in his crazy schedule in the coming months, Yates hopes to make another run up Pikes Peak and race a gasoline-powered Long-EZ this fall. And there’s that research agreement with the Navy, which has Yates pondering new uses for his electric airplane. But his eyes remain on his primary goal – crossing the Atlantic on battery power alone.
It’s a crazy plan, with uncertain benefits for aviation and more than a few things that can go horribly wrong. Of course, the same was said of the Wright brothers.
And Lucky Lindy, for that matter.
“Without some risk takers, we just don’t make progress that fast,” the grandson Erik Lindbergh says. “So I really applaud him for his willingness to risk. On the other hand, I hope he stays alive.”
Living the Wired Life is a series of profiles looking at people whose passion for their hobbies borders on obsession.Be sure to read them all.
Twenty minutes becomes 40 as installing the hub takes longer than anticipated. After quickly washing up, Yates jumps in his car and speeds to his next appointment, multitasking all the way. “I’ve got to call my patent attorney real quick,” he says. Who doesn’t?
Última edición por F.Alonso; 18/07/2013 a las 18:13
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