>>> All competing electrically powered gliders carry the batteries in the wings.
> 
> Well I can think of one only which has the batteries in the wings. The
> others appear to have them in the fuselage and have done for almost a
> decade before the ASG 32 El.

Well, Chris - in that case let me quickly refresh your memory!

The two that immediately spring to mind are the electric Arcus and the Antares.
There were at least two more at the latest AERO trade fair but I can’t think of 
their names right now.

Kind regards

Bernard 


> On 22 Sep 2016, at 1:39 PM, DMcD <slutsw...@gmail.com> wrote:
> 
>>> All competing electrically powered gliders carry the batteries in the wings.
> 
> Well I can think of one only which has the batteries in the wings. The
> others appear to have them in the fuselage and have done for almost a
> decade before the ASG 32 El.
> 
> Having experience of exploding batteries, I always assumed that this
> was so the burning battery pack could melt its way through the
> fuselage floor as a safety measure. The pilot may not be so lucky with
> the ECU if that gets torched.
> 
>>> it also requires wing modifications if ever a new battery generation
> comes along.
> 
> Exactly. And while 2 strokes have a lifespan of perhaps 40 - 100 years
> (between the Rotax 505 and the Silk version of the Solo) electric
> motors and batteries have a technology turnover of what? 4-10 years?
> 
> We currently use Swiss/German electric motors in a part which was
> designed 20 years ago. During the last 10-12 years we have used the 3
> phase induction version, an in-runner. While the motor is moderately
> reliable, the control circuits are not and the manufacturer has
> changed these at least once every 2 years with each being a different
> form factor and requiring a different housing. It may be that the
> Swiss know bugger all about electronics… I am certainly beginning to
> think so.
> 
> The alternative would be to buy a simple old-fashioned Mabuchi motor
> similar to those used in almost all battery drills such as Makita. In
> quantity, probably under $2. That compares well with the $450 for the
> Swiss version.
> 
> Sailplane manufacturers are in a similar position to us. They don't
> have the volume to be able to control the manufacturing of
> non-airframe parts. The question is whether they have the will to
> continue to offer upgrades to legacy gliders and what it will cost. In
> many cases, when you add the R&D and certification and EASA, you'll be
> looking at well north of 300% above market price.
> 
> History suggests that some manufacturers do not if the will to keep
> supporting old technology if the Ventus story is correct.
> 
> D
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