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Seeking to largely reduce the op- erating costs of f light training, the company currently has deposits for a little over 700 models of its eFlyer 2 and four-seat eFlyer 4. “There is a large demand so far. Certainly here in North America, but also Europe and Asia, which you wouldn’t think at first,” said Bye.
Much of the demand is undoubtedly related to the company’s history in the all-electric space as well as being the first FAA type certificate applicant of its kind. Bye explains that FAA certi- fication, while delayed to COVID-19’s effects, is going smoothly, and the company expects its eFlyer 2 aircraft to enter into service by Q4 of 2022.
Bye Aerospace eFlyer 2
In working towards that goal, the eFlyer 2 developmental prototype test team conducted 111 test events and 47 test flights over the last two years, which demonstrated “remark- able f light efficiency.” At 9,000 feet density altitude, the aircraft had a 640- fpm climb at 68 kW (92 hp) and 120 KTAS cruise using only 45 kW (60 hp). With the eFlyer 2 critical design phase complete, the focus now shifts to the assembly of the first three conformed production aircraft that will be used by the company and the FAA to complete certification.
Bye Aerospace also seeks to take a bite of the market for aircraft with more seats and increased range. The
company is developing a lightly pres- surized six-seater called the eFlyer X. The eFlyer X will be a step up from the company’s eFlyer 4 and is powered by a 200 kW (270 HP) all-electric power- plant. This model is followed by the Envoy, a twin version of the eFlyer X that is set to boast nine seats and fly 300 knots with a 500-nm range. The company anticipates a strong demand for these two products due to the high operating costs associated with aircraft today, many of which have been in ser- vice for multiple decades. Certification for the eFlyer 4 is currently expected in 2023, with the eFlyer X and Envoy entering into service the subsequent two years.
When asked why a lot of the in- dustry buzz of electric powerplants is seemingly coming from startups and relatively small companies, Bye said that he is not surprised. “Large manufacturers such as General Motors did not lead the electric car revolution; Tesla did.”
While not wanting to speculate on large OEMs’ plans, Bye added that this technology will be disruptive, and its current state is already shaking up the industry.
Summary
Little is known regarding existing aircraft manufacturers and their in- tentions to compete in the electric future. What is known is that the above companies and others have made great strides in recent years. All-electric, commercially viable aircraft are not the far-away possibility that they once seemed to be, and future operators will undoubtedly appreciate the resulting cost savings, reduced noise and lower emissions that correlate with electric powerplants.
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Grant Boyd is a recent MBA graduate of Wichita State Univer- sity. A private pilot, Boyd is cur- rently working toward his instru- ment rating, with the ultimate goal of combining his love of business and aviation with a career at a general aviation manufacturer. You can contact Grant at grant- boyd2015@gmail.com
14 • TWIN & TURBINE / February 2021