January the Bird Sheet

Transcription

1 EAA Chapter 406 Newsletter January 2017 the Bird Sheet * Member Profile: Joel Mapes * A plan for the future of EAA 406 * This month's article: A hybrid electric experimental airplane proposal Carbon fiber drivesha7 between pilot and passenger Electric Motor Moto Guzzi V9 sustainer motor Clutch Stellar One (Hybrid Electric)

2 EAA 406! President: Mike Friend telephone: Vice President: Jeremy Wilson! Treasurer: Joel Mapes! Secretary: Shirley Best! Newsletter editor: Mike Friend! Monthly meeting: Wednesday, January 25 in the Bremerton Airport conference room. 7PM The tentative speaker for January's meeting will be Medal of Honor recipient Colonel Bruce Crandall. You may remember his character from the movie "We were soldiers" +crandall+we+were +soldiers&view=detail&mid=ef6b31e3085ec5cf 7F07EF6B31E3085EC5CF7F07&FORM=VIRE

3 EAA 406 member profile! This month member Joel Mapes! Joel spent 3 and a half years building his Kitfox from a kit in his 2 car garage. It originally flew with Full Lotus inflatable floats, but Joel got tired of converting it back and forth from wheels to floats. Now it has amphibious floats for the best of everything! It has about 400 hours total time, with much more to come.

4 EAA 406 member profile! Joel works at The US Navy's Undersea Warfare research station at Keyport. He would tell me what he does there, but then he would have to kill me... His official title is Acquisitions Strategy Lead & Compliance Manager, Maintenance Engineering & Industrial Operations Department Naval Sea Systems Command, Keyport Division! He learned how to fly in 1981 in Cessna 152s at Top Flite right here in Bremerton, unfortunately right when Top Flite was going bankrupt... He was able to pick things up again and got his Private license in June Joel then bought a share in an old Cessna 172 straight tail, and built a kit radio for it. The building bug was set!! Joel followed that up by joining the Kitsap Aviation Squadron and getting his instrument rating in their turbo-normalized Cessna 177 Cardinal.

5 EAA 406 member profile! Joel has been a long time member and chapter officer of EAA 406, and remembers times in the past when the chapter had dwindled down to just five or six people.! Joel has been recovering from a broken leg suffered earlier in 2016 when trying to maneuver a heavy trailer that got away from him.! He got his float rating in East Wenatchee on the Columbia river, using a 130 horsepower Cub on straight floats.! Joel's Kitfox has had a new Rotax 912 transplanted into it after the original developed a cracked crankcase. It has some spiffy new Clamar amphibious floats made in Ontario Canada.

6 All the news! The news for this month is all about the direction EAA 406 goes in the future. Mike Friend and Joel Mapes have been putting together a plan that will be reviewed with chapter membership on January 25 at our first monthly meeting of 2017.! The first part of this plan involves finding a home for the flight simulator that has been donated to EAA406.! The proposals discussed in October included looking into getting a building on the airport that would house the simulator, and provide a home for meetings and projects.! The next several pages are the proposal that has been discussed with the Port of Bremerton.

7 Bremerton Avia-on Educa-on Center (BAEC) A joint proposal by EAA chapter 406, the Bremerton Pilots Associa-on, and the Port of Bremerton

8 Proposal summary That a building on Bremerton Na-onal Airport property shall be acquired for use by the EAA, BPA, and poten-ally other pilot organiza-ons. 2 op-ons, one new build and one re-purposing of an exis-ng building, will be presented. That this building will serve the community by serving as an educa-onal facility focusing on avia-on outreach, flight simula-on, aircram construc-on, and flight safety. That this building will serve as a focal point for introducing the young people of Bremerton and Kitsap County to the benefits and joys of avia-on, and as an educa-onal and social gathering place for various avia-on and pilot groups.

9 Op-on 1 - new building The insulated and heated 30 by 40 foot steel building would be located "off ramp" and would not serve as an aircram hangar. The site would provide direct access to the airport ramp via access gates. The building would include a central mee-ng floor, a flight simulator, workshop facili-es for aircram and STEM educa-on, an avia-on library, and a covered outside pa-o for social gatherings and BBQs. The building would be placed on a poured concrete slab. A sample building and a possible site is shown below. Note that the proposed loca-on would provide visibility for the facility from vehicles passing by on Highway 3.

10 Op-on 2 - Re-purposing of exis-ng building The exis-ng airport KPWT firehouse building would be re-purposed for use as an educa-onal facility. The site, across from the airport diner, would provide direct access to the airport ramp via access gates. The building would include a central mee-ng floor, a flight simulator, workshop facili-es for aircram and STEM educa-on, an avia-on library, and a covered outside pa-o for social gatherings and BBQs. The exis-ng building would need minor upgrades and freshening up to serve the intended purpose. The site of the exis-ng building is shown below. Note that the proposed loca-on would provide visibility for the facility from vehicles passing by on Highway 3.

11 Proposed funding model A solicita-on for funding (a BAEC Sale) would be made to the members of EAA chapter 406 and the Bremerton Pilots Associa-on for the ini-al tax-deductable capital funding for construc-on of the slab, building, insula-on, ligh-ng, hea-ng, and plumbing. An ini-al contribu-on to the capital funding for the project will be made by several members of EAA chapter 406. The building would be owned by EAA chapter 406, a 501(c)3 tax exempt organiza-on (Op-on 1), or owned by the Port and leased to EAA 406 (Op-on 2). An opera-ng agreement would be reached between EAA chapter 406, the Bremerton Pilot's Associa-on, and the Port of Bremerton for use of the facility and con-nued funding for the opera-ng expenses of the facility.

12 Funding for land use The Port of Bremerton would propose a defini-ve loca-on and monthly lease cost for the land (Op-on 1) or for the exis-ng building (Op-on 2), taking into considera-on the value provided to the community.

13 Es-mated costs Op-on Pour slab - 1 Purchase building - Professional services needed to erect building Finishing costs for insula-on, electrical, plumbing, and furnishing. Total capital cost - $60,000????

14 Es-mated costs Op-on 2 Replace exis-ng windows and roll-up doors, re-coat floor, paint walls, re-do exis-ng toilet. Re-furbishing costs for insula-on, electrical, plumbing, and furnishing. Re-configure exis-ng office space for use as flight simulator lab and library. Total capital cost - $20,000????

15 All the news! The proposal has been shared with the Bremerton Pilot's Association, and their leadership is enthusiastic about joining in the discussion. One possibility is that the building would be shared with BPA and other local pilot associations for monthly meetings and social usage.! The question to be answered this month is do the members of EAA 406 want to move forward with this idea, and are they willing to put some money into the idea?! The building proposal is the first element of what I see as a future direction for the chapter. With a project space available, I would propose that the chapter embark on the design and building of a airplane that could be described as the 2017 equivalent of Pete Bower's Fly Baby, an airplane built in 1961 by Pete and the members of EAA chapter 26. Light, cheap, and simple, the airplane and its design and construction would serve as the focal point for engaging the community in STEM related educational opportunities and provide EAA 406 members with a fun and exciting project to participate in.

16 Fun stuff from the Web Got some old airplane parts from an abandoned project? Turn it into some cool furniture! A company called MotoArt ( sells this stuff for a ton of money! EAA Chapter 1240 has a small workshop, where they have focused on youth education by way of a chapter airplane project. EAA 245 has a similar set-up, using a Zenair kit as the focus of STEM student and member education.

17 Fun stuff from the Web The 2016 Berblinger Prize for aviation innovation has been won by a team of students from the University of Stuttgart in Germany. The team designed a four seat hybrid electric airplane called the ECO4. The electric motor driving the prop is perched on top of the vertical tail, and a small combustion motor in the fuselage drives a separate generator to keep things moving when the batteries go flat.

18 Classifieds for sale

19 Feature article! Written by Mike Friend, published January 2017 in Germany in Wings of the World magazine.! EAA 406 members may recognize some of this material from my talk at the chapter meeting several months ago.

20 The hybrid electric solution Recent developments, such as the first flight of the electric Twister in Switzerland and the round the world flight of the Solar Impulse, have increased the level of excitement in people waiting for a practical electric airplane. While I share in this excitement, I remain skeptical about the progress in the realm of lithium ion battery technology. I have been involved in the design of electric airplanes since 2001, when I first proposed that Boeing build a fuel cell demonstrator aircraft powered by a hybrid electric power plant. 15 years ago, I was assured that within ten years the power density of batteries (and the cost of fuel cells, but that is another story ) would improve to the point where electric flight could become practical. Here we are 15 years later, and the energy density of batteries that you and I can go out and purchase is only slightly better than it was at the turn of the century. So what do we do about this? This article will look at the engineering reality of the situation, and propose a solution that can be applied today to achieve a practical sport hybrid electric aircraft. The problem battery chemistry Electric powered manned aircraft have been around since 1973, when Austrians Heino Brditschka and Freddy Militky converted the HB-3 motor glider with Varta nickel cadmium batteries and a Bosch electric motor sourced from a commercial washing machine. This airplane flew successfully and quietly, albeit only for 14 minutes before the batteries were exhausted.

21 If we look at the progress in energy density of batteries from this flight up until today, we see a steady increase in the performance of batteries that are commercially available. Now, if we listen to battery experts today, they will tell you that it is reasonable to expect a 6 to 7% increase per year in the energy density of batteries available to the public. If we look at progress over the last 40 years, we can see that energy density has progressed at a rate far lower than 6% per year. Why is this? Only in the last decade has there been such intense emphasis on research into basic battery chemistry. Many of the recent innovations such as the new Tesla GigaFactory have been targeted at reducing the cost of batteries, a noble goal in itself. But if we look at the weight and size of a Tesla battery pack compared to the energy equivalent in gasoline (see photo), we can see that there is a long way to go. Several companies have, in the last year, announced electric powered two seat aircraft with claimed flying endurance of several hours. I do not believe they will succeed, although I would be happy to be proved wrong.

22 I was invited last year to make a speech at a symposium titled Powering Innovation at the Seattle Museum of Flight. At this symposium, organized by Eric Lindbergh, many of the invited industry speakers were asked to consider how good batteries need to be in order to provide practical power for a light aircraft. The number we agreed on was 350 watt-hours per kilogram. This is a number that is not only for the battery cells, but also for the Battery Management System, and for the battery housing. The near future Upon hearing my story on battery performance, I often hear the words but Mike, that is so depressing! I thought we were just months away from being able to buy an electric airplane. I, on the other hand, don t find it depressing at all, but rather a grand engineering challenge! As my first boss at Boeing told me many years ago, Physics is a harsh mistress. So let s start up our computers and think of a way to solve the problem!

23 I believe that in the next ten years, we will see electric airplanes available for sale to normal people (not only for company CEOs and movie stars) that fall into three categories: 1. Specialty electric aerobatic, motorglider, or training aircraft powered only by lithium ion battery packs. The mission of these aircraft is not compromised by the short endurance possible with current or soon-to-be available battery technology. 2. Range-extender hybrids having a relatively small battery pack used for takeoff and climb, with a gasoline powered range extender putting out enough power for cruise flight. (This is the type of aircraft we will investigate in more detail in this article) 3. A small (5-10 seat) short-range commuter aircraft powered by an optimized hybrid electric powerplant. I believe that with technology available in the next 5 years, a commuter aircraft would be able to demonstrate better seat-mile costs, and equivalent performance, compared to current internal combustion powered aircraft. The Hybrid solution Let s make a thought experiment about building a two-seat sports airplane, using an electric motor to turn the propeller, capable of quiet taxi, takeoff and climb. In my mind, a successful electric airplane must match or exceed the performance of previous airplanes, or it can only be considered a novelty. If we use an automotive analogy, electric cars have only become really popular with normal drivers now that the onroad performance and range compares well to gasoline powered ones. The Tesla Model S automobile, for example, has been very successful in the USA because it matches or exceeds the performance of comparable autos powered by internal combustion engines. So, for comparison, let us use a previous airplane that I know well my own! Close to my home in the Puget Sound region near Seattle, I keep my 70-year-old aircraft, an Aeronca L16A powered by a Continental C85 engine. This airplane is a delightful and reliable vehicle for taking sightseeing flights, and for landing on the short mountain runways of the area. I will use this aircraft as the performance target for my desired electric airplane. I m sure you will ask, why use such an old airplane as the target? The answer is that even with the best of today s available batteries and hardware, it will be a challenge to match the takeoff, climb, cruise, and endurance of this ancient airplane.

24 Target performance Two persons, total payload 160 kilograms Takeoff distance 200 meters Climb rate 3 meters/second Cruising speed 140 kilometers per hour Endurance 2 hours at cruising speed with 30 minutes reserve Long range hybrid flight with range extender Take off and climb on electric power to 5000 feet (60 Kilowa9s for 10 minutes) Descent and landing (5 Kilowa9s for 10 minutes) *RecuperaBon possible during descent to recharge ba9ery Cruise with gasoline range extender (15 Kilowa9s for 2 hours) 300 kilometers Total Energy Required: ~ 40 Kilowa=-hours (10 from ba=eries and 30 from range extender pod) For takeoff and climb performance, let s say it will need at least a 75 HP (63 kw) electric motor. Using a well-designed modern airframe (let s use the Pipistrel Alpha as an example) it would need around 15 kw (20 HP) to maintain level flight at 140 kilometers/hour cruising speed. My idea for a good hybrid solution is one that uses a relatively small lithium-ion battery pack, combined with a gasoline motor capable of providing the 15 kw needed for cruising flight. Pipistrel in Slovenia has engineered some wonderful battery packs for its Alpha Electro trainer project. Using one of the packs from the Alpha Electro would give 8.5 kw-hours of energy to drive the electric motor, and weigh 135 pounds (61 Kg). For an airplane such as the Alpha, this gives over 30 minutes of operation including a quiet takeoff and climb.

25 For the gasoline sustainer engine, I am going to look to the Italian motorcycle industry. The famed Moto Guzzi company has recently introduced an 850cc V-twin engine called the V9 that weighs 96 pounds (43 kilograms) and can produce slightly more than 15 kw of power at the low 2500 RPM that a quiet propeller should turn. Why turn the engine so slowly? Because a direct drive is much lighter and simpler than a gear reduction drive, and turning the engine slowly should keep it quiet and reliable. An earlier version of this same Guzzi engine was successfully used as a military UAV powerplant, albeit turning at a much higher speed with a gear reduction. (see below)

26 If more power was needed from the sustainer motor, a gear or belt reduction could be installed. My plan is to mount the electric motor directly to the clutch side of the Guzzi engine. The Spanish firm Axter has already done something similar, mounting an electric motor to the front of a Rotax 912. A clutch is placed between the gasoline motor and the electric motor. For quiet electric operation, the clutch is open and the electric motor directly drives the prop. For cruising operations, the clutch is closed, starting the gasoline motor, and the gas motor drives the prop through the electric motor shaft. As the gasoline motor takes over at cruise, the electric motor becomes a generator, slowly charging the battery pack that was drained during takeoff and climb. The Guzzi motor burns about 1 gallon (4 liters) per hour of operation at 15 kw, so a 2 gallon (8 liter) tank would provide 2 hours of cruising flight at 140 kilometers per hour The hypothetical aircraft shown is based on a Swiss design study called the Stellar One. This still-born design was the work of Bernard Clausen and Christophe Bourban, and was originally slated to use a converted BMW motorbike engine. I use this design to illustrate how it would be possible to use a hybrid gasoline-electric powerplant in an unusual configuration. In this case I show the electric motor mounted at the nose of the aircraft, and the Moto Guzzi sustainer motor mounted aft of the pilot and passenger. The two are connected in this case by a lightweight carbon fiber driveshaft. The heavy battery packs would be located near the center of gravity.

27 Carbon fiber drivesha7 between pilot and passenger Electric Motor Moto Guzzi V9 sustainer motor Clutch Stellar One (Hybrid Electric)

28 Why, you might ask, go to all of this trouble just to match the performance of a 70 year old antique? For starters, I believe that electric power is the future, and we need to start finding a way to that future with the technology at hand today. Until the long-anticipated improvement in batteries to the 350 watt-hr per kilogram level becomes a reality, I think a hybrid is the best way forward. Yours Truly, Mike Friend