And this time, their biggest challenge probably won't be the sonic booms, which backers insist they can adequately address. They're preparing prototypes for flight and they've got designs for full-blown airliners capable of carrying scores of passengers. Now, several aircraft manufacturers and NASA are intent on ushering in a new era of supersonic commercial aviation. Today's airliners travel no faster than their counterparts of 60 years ago-indeed, they tend to fly somewhat slower to reduce fuel costs. But, of course, we're not.Īt the time, it would have been reasonable to project that we'd all be zooming around the globe at supersonic speeds by now. It would have been reasonable to project that we'd all be zooming around the globe at supersonic speeds by now. The Soviet Union's Tupolev TU-144, which could fly just as fast and had been used to transport mail and freight the previous year, began carrying passengers in 1977. That situation didn't change until early in 1976, with theįirst scheduled flights of the French-British Concorde supersonic airliner, which could reach Mach 2. This story was updated on 14 November 2019.Īlthough military aircraft were breaking the sound barrier daily during the 1950s and '60s, commercial passenger flights during this time remained limited to subsonic speeds. Presumably there is more to Oxis’s secret sauce than these two elements: The company says it has 186 patents, with 87 more pending. Oxis also uses a non-flammable electrolyte. Oxis says its design incorporates a ceramic lithium sulfide as a “passivation layer,” which blocks the flow of electricity-both to prevent sudden discharge and the more insidious leakage that can cause a lithium-ion battery to slowly lose capacity even while just sitting on a shelf. That’s about par for the course for today’s lithium-ion batteries.Īnother reason is safety: Lithium-sulfur batteries have been prone to overheating. Oxis expects its batteries will be able to last for 500 such cycles within the next two years. One reason why lithium-sulfur batteries have been on the sidelines for so long is their short life, due to degradation of the cathode during the charge-discharge cycle. “We believe this to be the first phase in the electrification of commercial aircraft and will ultimately form the basis for the electrification of air taxis, with the additional requirement for regional aircraft,” said Huw Hampson-Jones, the chief executive of Oxis, in a statement. If lithium-sulfur wins the day, bigger planes may well follow. This per-cell reduction will cut the total system weight in half, enough to extend flying range by 50 to 100 percent, at least in the small planes Bye Aerospace has specialized in so far. Oxis Energy developed this lithium-sulfur battery cell and will now test its feasibility for use in an electric airplane. That per-cell figure may be compared directly to the “record-breaking energy density of 260 watt-hours per kilogram” that Bye cited for the batteries his planes were using in 2017. They said the Oxis battery would provide “in excess” of 500 Wh/kg, a number which appears to apply to the individual cells, rather than the battery pack, with all its packaging, power electronics, and other paraphernalia. The two companies said in a statement that they were beginning a one-year joint project to demonstrate feasibility. Specifically, a plane built by Bye Aerospace, in Englewood, Colo., whose founder, George Bye, described the project in this 2017 article for IEEE Spectrum. Now comes Oxis Energy, of Abingdon, UK, with a battery based on lithium-sulfur chemistry that it says can greatly increase the ratio, and do so in a product that’s safe enough for use even in an electric airplane. And important as this energy-per-weight ratio is for electric cars, it’s more important still for electric aircraft. Today’s Tesla Model 3’s lithium-ion battery pack has an estimated 168 Wh/kg. It was the advent of new battery designs, above all the lithium-ion variant, that launched today’s electric-car wave. The project eventually died, in part because that metric was so low (and the cost was so high). When General Motors briefly first wowed the world with its EV-1 electric car, back in 1990, it relied on lead-acid batteries that packed a piddling 30 to 40 watt-hours per kilogram.
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