International Seminar of Aerospace Science and Technology II - 2014

Impact Of An Electro-Hybrid Propulsion Sytem On Flight Performance Of

Lapan’s Light Surveillance Aircraft LSA

Teuku Mohd Ichwanul Hakim1), Robert Luckner2)

Abstract
The replacement of aircraft‘s conventional combustion engines by electrical motors is of high interest as
it leads to lower pollution and lower noise emissions. However, when endurance and range are essential
design objectives, current battery technologies do not allow storing sufficient energy to make electric
propulsion compatible to fossil fuel. Therefore, the replacement of a high-performance combustion engine by
electric propulsion without negative impact on flight performance is not possible.
If endurance and range are not the main design objectives, electric motors or a combination of electric
motors (EM) and Internal Combustion Engine (ICE) may offer advantages. Therefore, electro-hybrid
propulsion (EHP) technology becomes an option, as – for example - the high power to weight ratio of
electric motors offers benefits if high power is needed for a short period, or if the higher reliability of EM
can improve propulsion reliability especially when using it as a back-up for a single engine aircraft. The
challenge is how to balance the EM and ICE power. To analyse this in more detail, LAPAN in cooperation
with TU Berlin investigated the use of electro-hybrid propulsion for its high performance motor glider
LAPAN LSA 01. This paper gives an overview on the investigations.

1. Introduction
Regarding the environmental sustainability of aviation technology, development of electrical propulsion
systems as a replacement for today‘s conventional propulsion by ICE (Internal Combustion Engine) is of
major concern. By considering the readiness level of energy storage system (battery or fuel-cell) which is far
from practical applications, electro-hybrid propulsion technology is an intermediate step for the transition
from fully internal combustion engines to full electric propulsion systems. The development of electro-
hybrid propulsion technology is driven by the automotive industry. With high political support, significant
progress in the development of electric propulsion system is expected especially for efficiency and cost of
storage systems.
Replacement of existing high-performance combustion engines with electro-hybrid propulsion without
negative impact on flight performance is obviously not possible for today‘s technology. Energy density
(kWh/kg) of current battery technology is approximately 1/50 from hydrocarbon fuel [1], [2]. This has direct
negative impact on range and endurance. The impact scale is depending on how the aircraft is operated and
the related discharging policy of the batteries. Therefore, smart compromises to overcome the disadvantage
for the available options are required to achieve an optimal design and minimize the negative impact on
aircraft performance.

2. EHA Project
The EHA project is cooperation between LAPAN‘s Aeronautic Technology Center and TU Berlin‘s
Department of Flight Mechanic, Flight Control and Aeroelasticity (FMRA). The objective of the project is
demonstrating the electro-hybrid propulsion technology by replacing the internal combustion engine of an
existing aircraft by electro-hybrid propulsion. An endurance of at least 10 flight hours shall be achieved. The
aircraft shall have a competitive performance compared to the basic aircraft and should be able to carry a
significant payload. The project is also a mean to gain experience in the field of electric and electro-hybrid
propulsion technologies, e.g. by investigating how performance advantages of the electric motor can be
exploited. Another objective is to take the advantage of the electric motor as a safety backup in case of an
internal combustion engine failure. This aspect is interesting, for example single-engine aircraft operations
over water or rugged terrain.

1)
LAPAN Aeronautics Technology Center, Bogor, Indonesia
2)
Technische Universität Berlin, Institute for Aeronautics and Astronautics, Berlin, Germany

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2.1. Design Requirement

In order to design a hybrid propulsion system with competitive performance compared to a reference
aircraft, design requirement were defined. LAPAN‘s Light Surveillance Aircraft (LSA), a single-engine high
performance aircraft with a high aspect ratio was used as reference. Payload requirement were reduce in
favor of batteries weight. Constraint for the design was that the maximum take-off mass (MTOM) has to be
the same as the MTOM of the original aircraft. The mass that is available for the electro-hybrid propulsion
system is the MTOM minus aircraft empty masses, engine mass and the masses that defined under payload
requirement below. It is approximately 150 kg. The aircraft shall fulfil following requirements:
Payload requirements:
The aircraft shall have capability to carry:
 2 persons on-board (pilot and second crew member @80 kg)
 20 kg baggage
 50 kg payload
 130 litre fuel  94 kg
Performance requirements:
 Endurance > 10 h,
 Operational altitude up to 3,000 m,
 Maximum take-off distance 1,000 m (15 m obstacle),
 Min. climb rate 3.0 m/s at MSL,
 True airspeed range 90 – 250 km/h.
Safety requirements:
1. The both of ICE and EM shall provide sufficient power for take-off,
2. ICE and EM can operate independently,
3. EM shall be a safety back-up in case of an ICE failure,
4. Power of the EM shall be enough to assure a minimum climb rate 0.5 m/s.
Flight profile:
A typical mission is defined by the flight profile that is shown in Figure 1. It consists of two flight phases.
In the first flight phase the aircraft would take-off and climb to reach a maximum altitude of 3,000 m for
cruise flight. Higher altitudes are not considered as this aircraft is unpressurized and the pilot needs oxygen
system above 3,000 m since. In the end of first flight phase, batteries shall have enough energy to be used for
another take-off and climb in the second flight phase or it can be used to extend the flight in case that the
ICE fails. In the second phase cruise shall take place at maximum altitude of 1,000 m.

Figure 1. Mission profile plus one go around [3]

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2.2. Aircraft
The aircraft that is used as reference aircraft in this project is the motor glider ―LAPAN‘s LSA 01‖ as
shown in Figure 2. This aircraft has a high aerodynamic performance with a glide ratio approximately of 36.
The glide ratio describes the aerodynamic efficiency of the aircraft and is proportional with lift to drag ratio.
Higher aerodynamic efficiency means less power required to overcome the drag. Thus, a high performance
aircraft can fly longer or faster than an aircraft with lower aerodynamic efficiency. It is a single-engine
aircraft powered by an 84.5 kW (115 HP) ROTAX 914 F turbo combustion engine, that drives a three bladed
variable pitch propeller.

Figure 2. LAPAN‘s LSA 01

The aircraft parameters of LSA 01 are listed in the Error! Reference source not found. below.
Table 1. Aircraft parameters [4]
m 1,100.00 kg aircraft mass
b 18.00 m wing span
2
S 17.42 m wing area
AR 18.62 wing aspect ratio
L/DMax 36 maximum lift to drag ratio (gliding flight)
DProp 1.70 m propeller diameter
cF 100 27.20 lt/h fuel consumption @ 100% power setting
Fuel 130.00 liter total fuel
VS1 28.33 m/s stall speed @ neutral flap, MTOM 1,100 kg
VS0 26.11 m/s stall speed @ TO/LD flap, MTOM 1,100 kg
R/Cmax 3.0 m/s max rate of climb (MSL, MCP, flap neutral)
Vcr max 234 km/h max cruise speed (MSL, MCP)
E 6.22 h endurance (P = 75%, MTOM, 130 l)
R 1,119.6 km range (P = 75%, MTOM, 130 l)
MTOP 84.5 kW 115% power, Rotax 914 F2
MCP 73.4 kW 100% power, Rotax 914 F2
SG 425 m take-off ground roll
STO 833 m take-off distance (15 m obstacle)
Install 80% assumption Installation efficiency (other losses: gearbox, turbulence
flow, etc.)

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Propeller efficiency varies with altitude and airspeed. Fixed-pitch propeller only have maximum
efficiency at certain airspeed, below or over that airspeed, the efficiency is reduced. To get maximum
efficiency for all flight speed, variable-pitch propellers are used.
Table 1. Propeller efficiency (p) varies with altitude and airspeed [5]
Airspeed (km/h)
Altitude
80 90 100 120 140 170 210 270
- 60.1% 63.0% 66.9% 73.5% 78.0% 82.4% 85.8% 87.1%
1,000 58.2% 61.3% 65.4% 72.3% 77.0% 81.8% 85.4% 87.1%
2,000 56.3% 59.2% 63.6% 69.7% 75.1% 80.6% 84.8% 86.9%
3,000 52.4% 55.1% 60.3% 66.9% 72.9% 78.9% 83.8% 86.6%
4,000 52.4% 55.1% 60.3% 66.9% 72.9% 78.9% 83.8% 86.6%
5,000 52.4% 55.1% 60.3% 66.9% 72.9% 78.9% 83.8% 86.6%

Figure 3 shows the propeller efficiency map for cruise power setting as a function of airspeed and power
settings. This calculation was done with the assumption that the propeller rpm will be fixed on 1,800 rpm
and air density sets for altitude at mean sea level (MSL). There is also shown the optimum efficiency line for
every power setting and airspeed. That line shows that the propeller can always be operated with optimum
efficiency for every power setting. Therefore the optimum efficiency for every power setting can be used for
flight performance calculation.

Figure 3. Propeller efficiency map

Figure 4 shows a model of the engine performance as a function of altitude for the ROTAX 914 F2 turbo
combustion engine that is used in the performance calculation. To verify the model, calculated results are
compared with data that are provided by the engine manufacturer: for altitude 0 – 5,000 m (16,400 ft), power
decreases by approximately 2%/1,000 m. For altitudes above 5,000 m, power decreases by approximately
6%/1,000 m. The comparison shows a difference between the model and the engine manufacturer‘s data. As
the model fidelity is good up to 3,000 m, this model is used in the performance calculation.

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Figure 4. Engine performance calculation (Rotax 914 F2) [6]

2.3. Hybrid Configuration

There are three types of hybrid configurations which have been investigated with respect to the projects
requirements, especially from a safety point of view. The investigated hybrid configurations are the series
configuration, the parallel configuration and the series-parallel configuration.
The concept of hybrid series configuration is shown in Figure 5. The ICE drives the generator in order to
provide electricity that can be used directly by the EM or to charge the batteries. There is no connection
between the ICE and propeller. Therefore, the ICE cannot drive the propeller directly, as it is only linked to
the EM. In case of the EM fails, there is no safety back-up provided by the ICE and vice versa. Even though
this configuration is possible to be applied, the lack of a safety back-up prevents it from fulfilling the safety
requirement.

Figure 5. Hybrid series configuration [3]

The hybrid parallel and series-parallel configurations that are shown in the Figure 6 and Figure 7 have
always an option available to drive the propeller after a failure of the EM or the ICE. The overrunning clutch
and the power split device make it possible to take any option for every flight phase.
However, in further investigation, it is found that series-parallel configurations have a complex design,
higher cost and more weight compared to the parallel configuration. Therefore, the parallel configuration is
more suitable to be applied to the EHA.

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Figure 6. Hybrid parallel configuration [3]

Figure 7. Hybrid series-parallel configuration [3]

3. EVALUATION

3.1. FLIGHT SEGMENT

Figure 8 shows as an example the first segment of the flight profile without go around. It shows the
relation between required power, speed and altitude for each flight phase (take-off, climb, acceleration,
cruise, descent and landing). It can be seen, that maximum power is required for take-off (maximum take-off
power - MTOP) and only a little bit less power for climb with climb rate of 3 m/s (maximum continuous
power - MCP). For that reason, ICE and EM have to be combined, in order to provide enough power for
these flight phases. Various power settings are possible for cruise, depending on the desired cruise speed.
Three options exist: to use ICE, EM or both of them. But the desired option has to achieve the required
endurance of more than 10 flight hours.

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Figure 8. Example one segment of flight profile

3.2. POWER SCHEDULE

The power schedule for each flight segment that is assumed to fulfil the requirements is shown in Figure
9. This power schedule is valid only for normal flight, without failure neither the electric motor or the
combustion engine. It is assumed that the hybrid parallel or series-parallel configuration is used. The ICE is
selected as a main power source to drive the propeller for cruise. To provide the same maximum power for
take-off and climb (MTOP and MCP) as a basic aircraft, the ICE and EM have to act simultaneously to
provide power. At low-speed cruise where less power is required, the ICE provides power to drive the
propeller, but its additionally available power can be used to drive the generator for recharging the batteries.
After the first segment, the battery will be fully charged then, being ready for the 1,000 m take-off climb of
the second segment.

Figure 9. Power schedule for EHA

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3.3. Endurance And Range

The calculation method for range and endurance has been adopted from [3] and is based on [7], [8]:
Firstly the values are calculated for the aircraft being powered either by ICE or EM exclusively, not for
combination of ICE and EM. The result from ICE only and EM only are then linearly interpolated to find the
endurance and range values for any combination of ICE and EM power. The objective of this calculation is
to determine the required ratio of ICE and EM which has to be installed in the aircraft. It is not used to find
the optimal relation of their power setting during a specific mission. This method is a rough approximation,
to estimate whether the endurance target can be fulfilled or not. Obviously, a more detailed calculation with
or without charging the batteries have to be conducted for validation of the results.
The shaded background in Figure 10 and Figure 11 indicates the focus area in which ICE and EM
combinations are sought. Outside that area, maximum power of one engine is lower than minimum power
required for level flight. The y-axis shows the percentage of EM power compared to total power. 0% means,
that there is no power from the EM and total power is provided by the ICE. 100% means that there is no
power from the ICE and total power is provided by the EM.
Figure 10 shows the endurance that can be achieved when the aircraft flies with three different airspeeds 1.
Those are the airspeed for minimum power, speed for minimum drag and maximum horizontal cruise speed.
It can be seen that 10 hours of endurance are possible with an electrification ratio (P EM/(PEM+PICE))  60%
when the aircraft is flying with minimum power speed (VP min) or minimum drag speed (VD min). At maximum
cruise speed it is not possible to achieve 10 hours endurance with ICE only. In a next step, the electrification
ratio should be optimized. By taking into account the propeller efficiency and the installation efficiency, a
minimum electrification ratio of 25% is needed for level flight e.g. in case of ICE failure. The electrification
of 35% (25.5 kW) is needed to fulfil the safety requirement of 0.5 m/s climb rate.
Figure 11 shows the range that a range of 1,000 km can be achieved for the three defined airspeeds. But
there is no requirement for that. Although the exact optimum values may differ slightly it is assumed that the
trend of the graph is correct. It will be a next step to improve the accuracy of the calculation.

Figure 10. Endurance as a function of electrification ratio

1
A simplified model for aerodynamic drag has been used in this calculation. It does not take into account parasitic drag
from pods, engine cooling intake, etc. In addition, the power for climb phase is not taken into account.

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Figure 11. Range as a function of electrification ratio

4. Conclusion

With current electro-hybrid propulsion technology it is not possible to achieve the same flight
performance parameters i.e. endurance and range, as with internal combustion engines. This may change
when improvements in battery technologies allow storing sufficient energy. However, it is possible to
achieve the endurance requirement of 10 h for the LSA-01 aircraft, a high-aspect-ratio, high-performance
utility aircraft STEMME S15 with electro-hybrid propulsion technology.
From the performance calculations, the following can be concluded:
1) The replacement of the aircraft‘s conventional combustion engine by an electro-hybrid propulsion
system has a significant impact on range and endurance as well as on cruise speed. However, the defined
payload, performance and safety requirements for LSA01 can be fulfilled. As the ICE and the EM shall
generate the same power as the original engine when operating together, take-off and climb performance
are not affected by this replacement.
2) Current result, indicate that the required endurance of 10 hours flight can be achieved for an
electrification ratio of less 60%.
3) 25% EM power is the minimum power that is required to maintain level flight at minimum power speed
(VP min). For the required climb rate of 0.5 m/s with EM only, approximately 35% is needed.
4) Assuming an electrification ratio in the determined range, maximum cruise speed will require EM and
ICE working simultaneously. This will significantly reduce the possible flight duration at maximum
cruise speed from 5 hours with ICE only to approx. 2-4 hours. Especially when EM and ICE are used
together for take-off and climb, batteries will be discharged at a high rate, and the remaining possible
flight time with maximum cruise speed is further limited.
5) Batteries can be recharged in flight by splitting the ICE power to drive the propeller and the generator
simultaneously. While charging the battery, the aircraft needs to fly slower compared to without
charging.
As a next step, detailed calculations of aircraft performance for different electrification ratios in the range
of 35% - 60% must be conducted to get more accurate results. The advantage of EM which provides power
independent of altitude shall be investigated and optimized for specific high altitude missions.

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Risk mitigation by investigating the electro-hybrid propulsion technology on a test stand with aircraft
constraints is important to understand characteristic of the system before it is installed on the aircraft.

References

1) Evelyn Gofman: Energy Density of Aviation Fuel, 2003, http://hypertextbook.com/, last checked:
15.10.2014.
2) Katerina E. Aifantis, A. Stephen Hackney, and Vasant R. Kumar: High Energy Density Lithium Batteries
(Materials, Engineering, Application), WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim, 2010.
3) Pustekbang LAPAN: Feasibility of an Electro-Hybrid Propulsion System for Motor Glider, Technical
Note TN-LSA-EHA-LAPAN-0300-01-v1, LAPAN, Bogor, 2013.
4) STEMME AG: Flight Manual for the Aircraft, "ASP S15-1", Strausberg, Germany, June 03, 2013, p.
159.
5) STEMME AG: Excel Sheet for calculation of propeller performance, "etaP_MTV-7-A_170-51_03b",
Strausberg, Germany, 2010.
6) BRP-Powertrain GmbH & Co KG: Rotax Aircraft Engines, Gunskirchen 2010.
7) Maido Sarlaas: Aircraft Performance, John Wiley & Sons, Inc, New Jersey, 2007.
8) David G. Hull: Fundamentals of Airplane Flight Mechanics, Springer, Berlin Heidelberg, 2007.

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