Jonathan Barraclough
Forum Replies Created
-
BTW, for everyone’s knowledge and benefit, I can provide electric systems in the 100HP range. Liquid cooled motor, liquid cooled controller, super-slick cockpit glass panel display, with a 1 hour plus 20 minute reserve battery. And the cost is…”subscribe here”. I’m just kidding, the cost is about twice the cost of a 912iS. But after you add all the bells a whistles to the 912iS the cost disparity shrinks to about 25% to 30% more expensive. I’m sure no one is surprised by this information but I just wanted to let everyone know what is available.
-
Hi Sam, I produce the electric propulsion kit that goes on Northwing’s electric ATF trike. Everyone is correct that you won’t get over an hour of flight time with current batteries. However on a soaring/thermalling aircraft that may be fine. Batteries are still expensive too so you won’t go electric for the same price as gas. You just have to weigh the benefits vs. drawbacks and make that call yourself. I personally will only fly electric, but hey, I’m biased. ;). If you’re interested in purchasing a kit just drop me an email: silentelectrics@earthlink.net. I can give you specifics on price and what can and cannot be done. Other than trikes I’ve got my kits currently going on a Song motorglider and a Kolb Firestar. Hopefully we’ll get the miracle batteries soon and we can fly as long as the gassers.
-
Alright, first off, I’m biased. Electric is the only way I’ll go. I’ll gladly deal with the limitations while thoroughly enjoying the many benefits. Second, yes, lithium battery vehicles do catch fire sometimes. What’s funny, and what’s not reported in the news – like ever, is so do gas cars. ;). Do you trust your phone not to explode in your ear? Do you trust your laptop not to deep fry your thighs? The majority would say “yes”, even though we’ve seen accounts of such batteries catching fire. Why? Because those technologies are ubiquitous and they’ve been around long enough that we just accept the risks. Why then do we put electric vehicles under such a microscope of distrust? Because it’s a new application and we fear what we don’t know, and each misstep is plastered all over the news like a nuclear bomb had exploded. Is it a good point that batteries catching fire in the air while you’re flying can be an especially difficult problem to solve? Yes of course. In spite of that, battery technology is advancing rapidly and these concerns will be alleviated equally as rapidly. Electric aircraft are advancing at an exceptionally rapid pace and, having worked in that industry, I can tell you that the leaders of these companies are aware of these risks and are demanding their battery suppliers to overcome any technical weaknesses pronto.
Anyway, my use of my electric trike is both low and slow AND climb and glide (I suppose the word would be “soar” if I was a better pilot). One day I’ll feel like doing one, and the next day I’ll feel like doing the other. A low and slow is about one hour in duration for a right-sized battery (with current Wh/kg tech available). A climb and glide is shorter if all you’re doing is “gliding”, but longer if you’re good at soaring. The EGO electric trike from Europe has clocked 2.5 hours from an otherwise one hour battery (of course they were using an ATOS wing which is VERY efficient).
-
It’s a very good point. The work around that we’ve been using is to make the battery modules modular. You store and charge them indoors, until you’re ready to go fly. Then you take them and slide them into place and snap the connectors on. The act of discharging them at high rates will keep them warm during flight. Motors and ESC’s love the cold. As a general guideline you remove the battery modules after flight and keep them in a temperature controlled environment. This ensures long life and prime performance.
-
The unfortunate reality is that for the first few years after the new battery tech arrives it will be more expensive than what is currently available (which is already expensive). The way it works for industries like the ultralight/LSA industry is this: the new tech makes it to the market, it’s very expensive, the only companies that get access to it are the large automobile, military, etc. organizations, a few years later the tech trickles down to the smaller battery manufacturers that serve smaller companies that serve smaller industries (like ours) and the price starts to come down. So to get the fancy batteries into ultralights/LSAs we’re looking at 5 to 7 years. To give you an idea, what is currently available to the large car companies is 20% to 30% more energy dense and lasts 50% to 100% longer than what is available to us. Companies that come out with solid state batteries first are going to play their tech really close to the chest for as long as possible until the tech becomes commonplace. So the question is: do you go electric now, and reap the many benefits that are currently available, and then upgrade in 7 years, or do you wait? Everyone will have their own answer and it will be different for everyone.
-
A battery jacket. Now that’s one I’ve never thought of. It would certainly be heavy. My immediate concern would be the inertia of the battery mass and not having hard point mounts for them. Could cause some interesting flight dynamics if the pilot is shifting around during flight. I would also worry about spinal compression. Lots to think about.
No website yet. I’ve been so busy with orders and building another test aircraft that I just haven’t had time. I know it is necessary though and it is at the top of my priority list. There is a lot of education that needs to happen for the flying public so they start to feel comfortable with the idea of electrics. A website is one of the best ways to do that.
-
Hi Larry. Thanks for the kind words and professional reply. Kamron has indeed been a pleasure to work with and I greatly admire his expertise. My company would not be where it is without him. Putting a system on a REV would certainly be awesome. Let me know when you get there. 🙂
-
Sorry, that’s 28HP and 47HP respectively.
-
Hi Larry, not sure why this site didn’t tell me someone responded to my post, maybe I didn’t click something. Sorry for the delay. Yes, kits and prices. I sell two motor sizes, 21kW and 35kW. The 21kW motor is what’s on the ATF, good for 500 to 600 FPM climb on that and similar aircraft, and is ideal for light trikes, light ultralights and motorgliders. For that motor I recommend either a 4kWh battery for 40 minutes of flight time or 6kWh for 1 hour. So the 4kWh system is $9500, the 6kWh system is $11,600. The 35kW motor is great for full-size ultralights, but as I tell people, once you add the battery weight to a full-size ultralight you’ll be over the 254 lbs and you’ll have to register experimental (whereas the light trikes with the 1 hour battery still make weight). On this type of aircraft you’re looking at 7kWh for 40 minutes and 10kWh for 1 hour. The 7kWh system is $13,900, the 10kWh system is $16,700. Everyone I’ve talked with so far wonders why so expensive? The batteries are pricey for sure (my cells and packs are made in N. America), but the motors and controllers are also expensive. I only sell top of the line components that are being used currently by major companies doing electric VTOL and urban air mobility. I know there are cheaper components out there and I did, briefly, think about offering those to bring the cost down. So I tested those components myself and they are dangerous. This is aviation and safety is of prime importance so I will only represent the best the market has available. The last thing you want is a battery catching fire or your motor going dead mid-flight. Let me know if you have any questions.
-
Hi Alan, Aerolite does make a good system. Dennis is currently looking for another battery supplier though, or so I was told. Hopefully he’ll have it all situated soon. With my kits I use Molicel batteries from Canada. Super quality and performance. I don’t know all the specific components Dennis uses but I know they took a good amount of time perfecting it before releasing to the public, which is good.