After a long time, a more complicated piece of fibre-reinforced plastic construction was once again produced in the FVA workshop.
After the complete sizing and design of the V-tail of the FVA-30, an important effect affecting the tail was studied again in more detail during the last semester: The interaction of the propeller wake with the flowed-around control surfaces on the empennage and the resulting rudder effectiveness significantly influences the verification of longitudinal and lateral stability both in twin-engine operation and in single-engine operation (one-engine inoperative, one-sided propulsion failure) and thus also affects the design of the empennage.
The system architecture of the FVA-30 is a continuous evolution driven by the requirements of the various components of the aircraft. Important for the design is not only the electrical powertrain, but also mechanical assemblies such as the trim, avionics and lighting of the aircraft.
To prepare the engine runs for the EMRAX 228 HV used, we followed the certification regulations of JAR 22 (Section H Subsection Test Bench Runs) and then made a proposal to the LBA (German FAA) for our approach to the engine runs.
A particular challenge in the development of our battery pack is the design of a fail-safe thermal management system that can mitigate temperature rise during start & climb and prevent undercooling during 4-5 h of range-extender-powered cruise flight at up to 3000 m, where batteries need to be recharged and remain operable, e.g. for a go-around.
At the beginning of the year, the Range Extender team focused on selecting a suitable system architecture.