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magniX eCaravan
the first flight of the company’s 208B Cessna Grand Caravan outfitted with a magni500 propulsion system. This feat marked the aptly named eCara- van the “world’s largest commercial electric aircraft.”
Of course, some obstacles have hindered all-electric powerplants in the past, most notably the batteries. While still a challenge actively being navigated by all in the space, magniX estimates the current 100-nm range of their eBeaver and eCaravan will triple in a decade; a conservative estimate
based upon current trends in battery technology improvements and the team’s efforts. There are also play- ers within the battery industry work- ing on newer battery types, such as aluminum-air and lithium-ion, that could make a 300-nm mission a quick- er reality.
magniX CEO Roei Ganzarski noted these improvements are important in reaching the goal of creating the electric commercial aviation future. He also warned OEMs and others to be careful not to become the Kodak of
the aviation industry. “Kodak was in a position to lead with the new digital technology that was taking hold of photography culture, but they couldn’t keep up once they finally accepted its importance and decided to pivot.”
Ganzarski anticipates the industry to be solidified in this new electric future in about a decade or so, a period where we will see existing OEMs ei- ther unveil their own electric aircraft, partner with (or acquire) startups, or ultimately begin a gradual decline if they don’t ride the waves of change.
Bye Aerospace
Bye Aerospace, based in Denver, is headed by George E. Bye, who has led various aircraft design and cer- tification programs over the course of several decades. The company is firmly planted on the trainer mar- ket side with its eFlyer 2 – a two-seat aircraft propelled by an ENGINeUS 150 horsepower (110 kW) powerplant produced by Safran.
Ocean Reef
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