{"id":5746,"date":"2012-05-13T10:31:06","date_gmt":"2012-05-13T17:31:06","guid":{"rendered":"http:\/\/cafe.foundation\/blog\/?p=5746"},"modified":"2012-05-13T10:31:07","modified_gmt":"2012-05-13T17:31:07","slug":"living-up-to-a-standard","status":"publish","type":"post","link":"http:\/\/cafe.foundation\/blog\/living-up-to-a-standard\/","title":{"rendered":"Living Up To a Standard"},"content":{"rendered":"

Ron Gremban is an early developer of plug-in electric hybrid (PHEV) automobiles, having helped convert hundreds of Toyota Priuses to extend their electric-only range and make them even more practical real-world automobiles.<\/p>\n

His 2008 writing on the differences between the Prius and Chevrolet\u2019s Volt <\/a>shows an ability to consider the actual physics and engineering involved rather than allowing the heat of the debate to obscure the realities. Backing from Dr. Andrew Frank of UC Davis gives further credibility to Gremban\u2019s views.<\/p>\n

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Is the motor on? How do we know?<\/p><\/div>\n

Given his demonstrated abilities and his dispassionate vision, it\u2019s no surprise that Gremban would look at projected electric flight in ways that haven\u2019t yet occurred to its most ardent promoters. On April 27, at the Friday evening\u00a0Motors theme dinner, as part of the Electric Aircraft Symposium hosted by the CAFE Foundation, he shared some of his concerns about potential safety concerns for electrified flight.<\/p>\n

For instance, how do pilots and know that an electrically-powered propeller is \u201con\u201d or activated when it is not moving?\u00a0 We know that traditional aviation practice is to yell \u201cclear!\u201d and to assure ourselves that bystanders have gone a safe distance away before firing up the engine.\u00a0 The noise and visual indications let people know the engine is active after that \u2013 although even that\u2019s not enough to prevent several unfortunate prop strikes each year.<\/p>\n

The electric airplane\u2019s propeller could be there, lurking, as it were, a potentially destructive element.\u00a0 One clever possibility, according to Gremban, is to start the motor in a one rpm mode, with the propeller turning as an indicator the motor is on.<\/p>\n

The state of charge (SOC) for a battery concerns Gremban.\u00a0 As electric aircraft go higher and fly through cooler air, their batteries become \u201cless capable,\u201d in his phrase.\u00a0 As cells reach a low SOC in cold temperature, how do we measure their true state?\u00a0 Is there enough energy left to allow a go-around?\u00a0 How low can the SOC go before causing damage or shortening the battery\u2019s lifetime?\u00a0 How do we determine true charge reserve to allow staying within 30 or 45-minute standards?<\/p>\n

He suggests other problems that need common solutions, such as pushing the power system past 100-percent output in emergencies such as clearing a tree. \u00a0How will pilots know that systems are working as they should and not giving bad readings because of a low battery?<\/p>\n

Even though individuals and manufacturers have reached means of addressing these issues, Gremban thinks it would be helpful if standards and protocols could be in place for these and other concerns surrounding this new technology.<\/p>\n

He would like to see a non-binding industry consortium come together, much like his non-profit CalCars program which developed the first plug-in hybrids.<\/p>\n

Ron can be reached at Gremban@forsites.com<\/a>, www.linkedin.com\/in\/RonGremban<\/a>, or at 415-758-7014.\u00a0 If you have serious ideas that would help fellow electrical aviators, Ron wants to hear from you.<\/p>\n