(MES) — Commercial aviation is having a tough time cutting down its impact on the environment and is falling behind its goal of reaching net-zero emissions by 2050. The production of sustainable aviation fuel is not happening fast therefore no other options are available to power jet engines and turboprops that consume a lot of fuel.
One challenge is that electrifying planes is not as simple as it is with cars. It’s not as easy as charging and running electric cars. Experts say that we can only move towards electric planes once we become experts in electric car technology.
However, Now, the Dutch company Elysian has taken on the challenging task of building a fully electric aircraft. This plane will have a range of 500 miles (805 kilometres) and can carry 90 passengers, aiming to reduce emissions by 90%. They hope to have it flying commercially within the next decade.
“Many experts believe that to achieve a good range and payload for electric planes, we need battery technology that won’t be available until after 2050,” says Reynard de Vries, director of design and engineering at Elysian. “But we asked ourselves, ‘How can we get the most range from the battery technology we already have?’ You can fly much farther with battery-powered electric planes than most studies suggest — if you make the right decisions.“
Non-Traditional Design
Elysian plans to create a scale model in the next two to three years and a full-sized prototype by 2030. However, they have already revealed some key design features, which are a bit surprising. “Don’t expect an electric plane to look like the successful planes we see today,” says de Vries. He also points out that many people mistakenly think electric planes should just be electrified versions of the lightest regional turboprops but that’s not the case.
He explains that simply electrifying existing designs would limit the range to under 60 miles, which isn’t practical. “To make it work, you need to start from scratch, like designing on a blank sheet of paper. The result is a plane that, in terms of weight proportions, resembles the old 1960s jets. It has a high proportion of batteries and a much lower proportion of structural weight. This leads to an aircraft that’s bigger and heavier, but can fly much farther than people ever imagined.”
The E9X will have eight propeller engines and a wingspan of nearly 138 feet (42 meters), which is larger than a Boeing 737 or an Airbus A320, even though those planes carry more than twice as many passengers. It will also have a thinner fuselage, which, according to de Vries, improves both the structure and aerodynamics.
This design was created in partnership with the Delft University of Technology, the oldest and largest technical university in the Netherlands. The key ideas behind it are detailed in a scientific paper called “A new perspective on battery-electric aviation,” which was co-authored by de Vries and Rob Wolleswinkel, Elysian’s co-founder.
four propeller configuration on one wing
Electric five-blade propeller
One important design choice is placing the batteries in the wings instead of the fuselage. “That’s a crucial decision,” says de Vries. “Batteries make up a big part of the plane’s weight, and you want to put that weight where the lift is generated.”
The battery technology will be similar to what we have today, along with any improvements made in the next four or five years, rather than a huge leap forward, according to de Vries. “This opens up different possibilities,” he says. “The most cautious estimate puts the range at 300 miles (482 kilometres), but we think a more realistic goal in four years is 500 miles.”
Charging in 45 minutes
The design of the plane includes some interesting features, like placing the landing gear in the wings instead of the body, foldable wingtips to save space, and a gas-turbine “reserve energy system” for emergency power if needed.
Overall, de Vries expects the aircraft to reduce its climate impact by 75% to 90% compared to today’s narrowbody jets, even when considering the production of batteries and the electricity used to charge them.
The E9X is designed to fit within existing airport infrastructure, so no major changes are needed. However, charging the batteries could take longer than refuelling, which might increase the turnaround time. Their goal is to limit charging time to a maximum of 45 minutes, which could be a bit longer than what some airlines, especially low-cost ones, are used to. But on average, charging should take around 30 minutes.
De Vries mentions ongoing talks with airlines worldwide and expects the plane to be popular with regional and commuter airlines. It could also be useful for smaller airports that currently aren’t served well due to noise, emissions, or cost issues.
From a passenger’s point of view, de Vries believes the E9X will provide a quieter and more comfortable flight, and he aims to tackle one of the biggest problems with air travel today: the lack of cabin luggage space.
Jordi Huisman
Entering the Electric Era
Gökçin Çınar, an aerospace engineering professor at the University of Michigan who’s working with de Vries on electrified aircraft design, says Elysian isn’t using groundbreaking tech but is reconfiguring existing technologies to change how planes operate.
“I’ve long advocated for designing electric planes with new operational methods,” says Çınar. “Elysian’s approach is promising but just one of many ways electrification could be applied in aviation.”
Other companies are also developing electric aircraft. British-American ZeroAvia aims to launch a hydrogen-electric 19-seater by late 2025. Israeli-founded Eviation plans to start service with its fully electric nine-passenger plane, Alice, by 2027. Swedish Heart Aerospace is working on a 30-passenger plane called ES-30, which could enter service in 2028.
Gary Crichlow, an aviation analyst, notes Elysian faces stiff competition. “There are over 5,000 aircraft in the E9X’s size range, and established manufacturers have a strong advantage,” he says. “New tech will need to prove itself against a proven fleet and overcome huge infrastructure and commercial challenges. It will be a tough climb even for established players, and Elysian will need significant investment.”
