Green Flight Project
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The Green Flight Project is a collaborative effort between alternative energy and aerospace industries resulting in the creation of an electric and hybrid propulsion system for aviation. The Green Flight Project is established to support the vital research and development of this potentially transformational technology application. It will demonstrate on a proof of concept aircraft that electric hybrid propulsion is safe, viable and economic – reducing cost, noise and CO 2 impact from aircraft. In addition to supporting the necessary capital resources for this research and demonstration through sponsorships, The Green Flight Project will promote education opportunities and public awareness through the media and multiple event venues. 1
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19-Oct-2014 -
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The field of aviation is long overdue for a major transformation, according to George Bye, founder of Bye Energy, and Charlie Johnson, former President of Cessna. Bye Energy, an integrator of alternative energy and renewable fuel technologies for business and general aviation aircraft, has launched “The Green Flight Project” to enhance the development of an electric and electric-hybrid propulsion system (EHPS) for commercial application. The objective of the project is to design and integrate an EHPS into a full-scale proof of concept airplane and to demonstrate that electric hybrid propulsion is safe, viable and economic – reducing cost, noise and CO2 impact from aircraft. Over the past year, Bye Energy has forged relationships with multiple technical partners including Vertical Power, Inc. for the energy management system, Porous Power Technologies, LLC for the lithium-ion battery and separator technology, Scion Aviation, LLC for composite parts and materials, and Ascent Solar Technologies, Inc. for thin film photovoltaics. You can see more about the Green Flight Project in ColoradoBiz Magazine. George Bye, CEO, and Charlie Johnson, COO, will review aviation-related technology, market past, present and future, and discuss the unique and transformational characteristics of electric and electric-hybrid propulsion on general aviation.
Transcript of Green Flight Project
The Green Flight Project is a collaborative effort between alternative energy and aerospace industries resulting in the creation of an electric and hybrid propulsion system for aviation. The Green Flight Project is established to support the vital research and development of this potentially transformational technology application. It will demonstrate on a proof of concept aircraft that electric hybrid propulsion is safe, viable and economic – reducing cost, noise and CO2 impact from aircraft.
In addition to supporting the necessary capital resources for this research and demonstration through sponsorships, The GreenFlight Project will promote education opportunities and public awareness through the media and multiple event venues.
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High Reliability, Safety: Electric motor Safety and reliability
Lower Op Cost: multi-fold benefit (Operating Cost reduced); Maintenance reduced
Improved Performance: Higher ceiling, higher TAS, higher climb rate
Maintenance: MTBF improved; Annual Maintenance and TBO costs greatly reduced
Pollution; Noise: Environmental benefits include reduced fuel use/combustion, almost
silent taxi, and low noise flying, reduced pilot fatigue
Electric Propulsion Advantages
“The future is great for electric hybrid propulsion aircraft. Savings to pilot-owners, including reduced ownership and maintenance costs, environmental benefits and improved safety will forever change the face of General Aviation.”
George E. ByeCEO Bye Energy
“The time to accelerate incorporation of this new hybrid technology has arrived. General Aviation is a vital market that will benefit from the environmentally friendly, lower cost, more efficient and higher performing aircraft.”
Charles B. JohnsonCOO Bye Energy
“As we look at the landscape of alternative fuels for general aviation aircraft, the electric power plant offers significant benefits, but there are significant challenges to get there. We believe Bye Energy has gotten off to a good start in understanding those challenges and how to overcome them.”
Jack PeltonCEO Cessna
Photo credit: Jean-Marie Urlacher
Gregg Williams, President, Williams International
John Plaza, Founder, CEO,
Imperium Renewables, ATP, former airline pilot
Al Givray, Partner, DGS Law. Aviation, commercial finance, cross-border transactions and IP
Julien Porcher, Head of Customer Service, MBDA Missile Systems (EADS)
Joe Walker, CEO of DornierSeaplane. Former PresidentAdam Aircraft, SVP SalesGulfstream
Mason C. Whitney, MajorGeneral, USAFR ret., Dir. Officeof Homeland Security, (CO)formerly Adjutant General
Paul Schumacher, former Lockheed Martin ‘Skunk Works’ exec, Raytheon exec
Strategic Advisory Council
Joe Prater, Col. USAF ret., banker,
College Administrator, F-16 Wing Commander, Thunderbird
Marion Jenkins PhD, CEO of QSE Technologies
John C. Knudsen Aviation attorney, former cofounder, President of Adam Aircraft
Jennifer Nealson, Principal, EMERGE Strategy Group
Emanuel Anton, Anton Law Group (ITAR, Aviation, IP)
Alexandre Couvelaire, President, Euralair
Ian Massey, former CFO, Airbus, Vought Aircraft and Pinnacle Airlines director
Richard F. Schaden Aviation attorney, ATP, Beyond the Edge founder, founding partner Consumer Capital Partners, AA Engineer
Hugh H. (‘Bugs’) Forsythe,Major General, USAFR ret.
Jack Pelton, President, CEO,Cessna Aircraft Company
Mark Van Tine, President, CEO, Jeppesen
SkySpark
Yuneec E430ElectraFlyer X
E-Spyder
Electric Airplanes
Pipistrel Taurus Electro
Sonex
Elektra One
Antares
Thin film solar cells
Configuration
Electric motor-generator
VP, low RPMPropeller, RDD
ESU 1, 2, 3, 4
VERD
A i r c r a f t s h o w n f o r i l l u s t r a t i o n p u r p o s e s o n l y
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Cessna 172 Description
Cessna 172 Typical Motor Glider1. Aspect Ratio: 7.32 292. L/Dmax: 11 503. Drag Force, Area: 210 lb force, 5.58 ft2 Less4. Thrust Required Min 41 hp, 30.6 kW Less5. Minimum Sink: 600 fpm*/60 knots 112 fpm/45 knots6. Maximum Climb: 730 fpm on 160 hp 800 fpm on 115 hp7. Stall AOA: ~14 degrees Varies8. Characteristics: Roll, pitch, yaw (excellent) Varies
Cessna 172 most produced GA aircraft: 43,000 units
*Fixed Pitch vs Variable Pitch PropellerRelatively Large Parasite Drag
Item Weight
Engine O-360, frame, exhaust, fuel sys, etc. 400 lb
Propeller Keep (to be replaced later) 0 lb
Cowl, firewall forward items Remove 45 lb
Aircraft Battery Remove battery, cables, shelf 40 lb
Seats, Upholstery Remove back seats 70 lb
Avionics Remove all unnecessary 10 lb
Total 525 lb
Pilot, Pax, Luggage Equivalent Weight 569 lb
Fuel Replacement 42 gallons (Equivalent Weight) 252 lb
Motor (air cooled) 48 lbs
Motor mount, shelves, cowl Scion Aerospace, Bye Engr. 35 lb
Controller (air-cooled) 13 lb
Battery Units (62 kWh) Lithium-Ion 764 lbs
BMS, Plug-in, Cables, Containers 20 lb
Electronic Controls, DU Vertical Power, Bye Engr 10 lb
Thin Film PV 5 lb
Total 895 lb
Pilot, Passenger, Luggage 400 lb
Reserve 20% design goal: 150 lb 91 lb
1,386 lb
1,295 lb
All-Electric
Conventional
Remove
Replace
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Cessna 172N Description
Proof of Concept Cessna 172Motor and Battery Only
• Start: February 18, 2010• Roll-out: 4th Qtr 2010• First taxi : 4th Qtr 2010• First flight: 1st Qtr 2011
Program Schedule
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Energy ManagementSolid state energy mgt, protection
RDD: Kinetic and Potential EnergyThrust or regenerative drag energy recovery. Prop pitch settings provided through energy mgt sys
Electric Motor and ControllerManaged energy for thrust or regenerative energy for battery
Chemical EnergyELP Li-Ion battery provide energy and powerInternal battery management system
Pilot Display & ControlAutomatic , manual features
APUAuxiliary Power Unit, fuel and generator for increased endurance
Solar EnergyThin Film Photo Voltaic on wing surface solar energy collection
Vortex EnergyMechanical recovery of vortex energy from wingtips through small generators
350V Main Electric Bus
24V-28V Avionics Bus
EHPS Architecture
Ground based charging system
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ThermalTemperature delta metal film energy recovery
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FP vs VP PropellerLarge Parasite Drag
E n g i n e s h o w n f o r i l l u s t r a t i o n p u r p o s e s o n l y
48 lb160 hp (3.3 hp/lb)95% efficient
400 lb (300 lb dry wt)160 hp (0.46 hp/lb)25% efficient
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Motor
Controller
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Solid State Electric Power Management and Display
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ThinLight WeightEfficient
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1.0 to 1.25 kW
New Tech Battery Cells: SafeLi-Ion recyclable$5 - $10 per op hr
Highly FlammableCO2, Leaded$35 - $50 per op hr
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Scion Aviation, Precision Aircraft will work together under contract with Bye Engineering and its aerospace engineering talent to obtain the necessary aircraft aerodynamic design changes and required structural design modifications.
Electric Motors
Mounting Frameand Brackets
Batteries
Low drag, reducedcross-section cowl
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Motor and Battery Unit Mounting
Phase 1 SystemMotor and Controller
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Phase 1 Test
‘Iron bird’ test will precede Phase 1 ground and flight test
High Reliability, Safety: Electric motor Safety and reliability
Lower Op Cost: Multi-fold benefit (Operating Cost reduced); Maintenance reduced
Improved Performance: Higher ceiling, higher TAS, higher climb rate
Maintenance: MTBF improved; Annual Maintenance and TBO costs reduced
Polution; Noise: Environmental benefits include reduced fuel use/combustion, reduced
pilot fatigue, silent taxi, and low noise flying
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Project Launched!
Conclusion
