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Powering Electric Aircraft at O'hare Airport: a Case Study 1 Powering Electric Aircraft at O’Hare Airport: A Case Study Boya Hou Subhonmesh Bose Kiruba Haran Abstract—Electrification of aviation can potentially mitigate ratio of the peak power delivered by electric propulsion to that carbon emissions of air travel. Battery-electric and hybrid electric by jet fuel. Retrofitted conventional regional jets and single- aircraft will impose charging requirements on airports. In this aisle (narrow-body) airplanes has the potential to serve as paper, we study the impacts of electrification on electricity an incipient hybrid electric passenger jets, as [4] envisions. demands at O’Hare International (ORD) airport. We consider Switching long-range airplanes to an electric configuration will the scenario where domestic US carriers partially adopt hybrid likely take much longer. electric aircraft (HEA), but operate their airplanes based on cur- rent flight schedules. Under various battery technology evolution scenarios, we then compute the increase in electricity demand Research group Architecture BSED (Wh/kg) Ref. (both daily average and peak) to operate flights at ORD. The data Boeing-GE SUGAR Volt Parallel hybrid 750 [5], [6] analysis reveals substantial increase in airport energy demands Bauhaus Parallel hybrid 1,000 - 1,500 [4] that demands grid upgrades at airports. UTRC Parallel hybrid Not specified [7] Airbus Series hybrid 800 [8] Cambridge Parallel hybrid 750 [9] I. INTRODUCTION Georgia Tech Parallel hybrid 750 [7] In 2018, jet fuel for aviation produced 251 million metric TABLE I: Summary of regional and single-aisle hybrid electric tons of CO2 in the US, accounting for 4.8% of all CO2 emis- aircraft concepts and research sions from energy consumption, as per US Energy Information Administration. Aircraft-generated emissions are predicted to triple in volume by 2050, says the International Civil Aviation If commercial airline carriers adopt electric aircraft within Organization. Electric aircraft can reduce the dependency of air their fleets, charging events at airports would increase the travel on jet fuel and utilize electricity instead. If the trend of airports’ electricity demands. In this paper, we seek to quantify renewable integration in the power grid continues, transition to that increase. Such an analysis will aid grid infrastructure electric aircraft will reduce the carbon footprint and the climate investments required to support electrification of aviation. In impact of this industry. SectionII, we consider flights that landed in or departed from Various configurations such as turbo-electric, hybrid- O’Hare International Airport (ORD) in 2018. By systemat- electric, and all-electric aircraft have been proposed. For ically switching a portion of the flights to HEAs under a example, authors of [1] analyze flight performance of parallel variety of BSED and MF values, we compute their charging turbofan systems, and that of [2] and [3] demonstrate benefits requirements in Section III. The analysis suggests significant of parallel hybrid propulsion system utilized to boost power increase in electricity demands–both in annual aggregate en- during takeoff and climb. The future of commercial airline ergy and daily peak power requirements. We also analyze the operation with electric aircraft crucially depends on projected energy demands from limited growth in battery capabilities as advances in battery technology that enables electric propulsion. predicted in [3] for the near future. The results indicate that While jet fuel has a specific energy density of ∼13000 Wh/kg, BSED greater than 500 Wh/kg will require significant upgrades current batteries offer a mere 200-250 Wh/kg. To derive the to the grid to fully leverage HEAs within commercial airline same amount of energy, batteries therefore weigh considerably operations. more than its aviation fuel counterpart. Moreover, fuel depletes ORD is one of the largest airports in the US, operating over the course of the flight. Thus, an aircraft loses weight north of 900K flights annually. Charging requirements will during travel. The higher the weight of an aircraft, the greater be naturally higher at larger airports. A switch to HEAs is the energy required to propel it. Battery weight poses a will rely on capital-intensive and time-consuming upgrades fundamental challenge to operation of electric aircraft. Weight of the grid infrastructure at such airports. Our framework to considerations limit the range of distances such aircraft can calculate electricity demands, however, applies more generally. travel. We present preliminary results with data from Los Angeles In- The aviation industry anticipates a rapid rise in battery spe- ternational Airport (LAX) in SectionIV. The paper concludes cific energy density (BSED), as evidenced by TableI. There is with remarks and future directions in SectionV. a growing consensus in the industry that commercial operation of short-range parallel hybrid aircraft will become viable in II. METHODOLOGY TO COMPUTE CHARGING the near future. Energy requirements of hybrid electric aircraft REQUIREMENTS FOR REGIONAL FLIGHTS (HEA) also depend on the motor factor (MF) that equals the Electricity demands of HEAs will depend on how many flights switch over to HEAs as well as on their flight and All authors are affiliated with the Department of Electrical and Computer Engineering at the University of Illinois at Urbana-Champaign, Urbana, IL charging schedules. Number of HEA-operated flight legs will 61801. Emails: fboyahou2, boses, [email protected]. The authors thank depend on the battery technology that determines the maxi- Lavanya Marla from Illinois for helpful discussions. mum range of such aircraft. We make several assumptions to 2 # Tail Number Departed from Next Destination Time of Arrival Time of Departure Distance (mi) Duration (hr:min) 1 N804UA ORD PHL 09:30 10:54 426 01:24 2 N804UA PHL ORD 13:54 16:15 426 02:21 3 N804UA ORD LGA 17:36 19:15 455 01:39 TABLE II: Example rows of processed dataframe obtained from BTS dataset. BSED (Wh/kg) determine ranges. Then, we utilize flight schedules of domestic Type MF (%) commercial flights from the US Department of Transporta- 500 700 1000 1250 1500 tion’s Bureau of Transportation Statistics (BTS) to compute 12.5 31.1 30.7 30.4 30.2 30.0 charging requirements. We assume that flight schedules do not ERJ-175 25 64.8 63.6 62.6 62.1 61.6 change, even though airlines adopt HEAs to replace conven- 50 - 133.3 130.6 129.1 127.9 tional aircraft in their fleet. Modification of flight schedules 12.5 26.5 26.3 25.7 25.4 25.2 to accommodate both charging requirements and passenger Boeing 737-700 25 57.3 55.5 54.0 53.2 52.6 demands remains an interesting direction for future work. 50 - 119.8 115.1 112.8 111.2 We use the BTS Airline On-Time Performance data for flights in 2018 to compute energy demands. The dataset TABLE III: Battery energy usage γ in Wh per passenger-mile describes all non-stop domestic flights reported by certified of ERJ-175 and Boeing 737-700. US carriers. Relevant details for each flight includes its tail BSED (Wh/kg) number, scheduled and actual departure and arrival times, Type MF (%) origin and destination airport, and non-stop distance. We 500 700 1000 1250 1500 process the data to construct a dataframe shown in TableII as 12.5 683.1 914.2 1170.7 1339.7 1476.6 follows: (i) filter flights with arrival or departure to be ORD, ERJ-175 25 305.9 484.1 714.1 877.45 1020.1 (ii) group the data by date, (iii) group by tail number on a 50 - 170.2 331.2 458.8 579.6 given day, and sort by departure time for a given tail number. 12.5 1110.9 1466.2 1876.8 2141.3 2357.5 This newly constructed data-frame allows us to conclude how Boeing 737-700 25 558.9 836.1 1193.7 1452.4 1680.1 long each airplane stays at ORD that proves useful to compute 50 - 376.1 637.1 842.9 1038.4 its charging requirement at ORD. TABLE IV: Maximum range of HEAs in miles In computing the charging profiles, we only consider do- mestic commercial flights. Thus, our analysis does not reflect charging requirements of long haul, wide body international flights, freight and military aviation. Given serious range battery energy consumed during taxi, takeoff, cruise, approach, limitations of HEAs, international flights will likely utilize and landing. To estimate γ for a flight in the BTS dataset, conventional aircraft in the near future. Our analysis can be we first identify whether it is a regional jet or a single-aisle repeated to cover freight and other sectors to more accurately (narrow-body) aircraft. For regional jets, we utilize γ for ERJ- estimate the energy needs of airports. 175 and for that of Boeing 737-700 for single-aisle aircraft. We only consider HEAs obtained from retrofitting conven- Values are given in Table III. Notice that battery sizes required tional aircraft with electric propulsion systems. Novel HEA for BSED below 700 Wh/kg and MF above 50% are deemed designs optimized for electric propulsion, e.g., in [10], will no impractical for any useful flight range. doubt alter the conclusions drawn from this study, and are left for future efforts. B. Flight Legs that Operate HEAs In the BTS dataset, regional jets and narrow body aircraft A. Energy Requirement of a Single Flight each accounted for nearly half of the 300K+ short-range Battery energy needed to travel d miles with p passengers domestic flights that had a dwell time at ORD in 2018. We on an HEA is given by assume that all domestic commercial flights operate an HEA E = p × d × γ; (1) to serve a trip if it becomes feasible to do so, given the flight range of the aircraft with an MF and BSED combination.
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