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The International Electrotechnical Commission (IEC) reviewed the history of various solar aircraft technologies and prototypes and stated that standards are currently being developed to ensure adequate safety and performance. A handful of aviation pioneers are breathing life into solar-powered airplane technology. Whether theyll remain prototypes forever remains to be seen. According to the International Energy Agency (IEA), aviation will account for 2.5% of global energy-related CO2 emissions by 2023, having grown more rapidly between 2000 and 2019 than rail, road, or shipping. At the end of 2022, ICAO member states adopted a long-term goal of achieving net-zero carbon emissions from international aviation by 2050. While this effort is expected to rely primarily on hydrogen and sustainable aviation fuels, pioneering work in other areas is highlighting the role that solar energy could play. Solar-powered aircraft, while still only prototypes, could offer a promising long-term solution. These aircraft rely on a combination of advanced technologies designed to maximize energy efficiency, minimize weight, and ensure stable performance. The key is the use of high-efficiency solar panels or modules, often integrated directly into the aircrafts wings to capture maximum sunlight. These lightweight cells, combined with lithium-ion batteries, store excess energy for nighttime or cloudy conditions. Special systems are also needed to carefully manage this energy and ensure it isnt wasted. Innovative engineering based in Switzerland To be lightweight and efficient, these aircraft are built with strong yet lightweight materials like carbon fiber. Their electric motors are designed to consume as little energy as possible, while intelligent autopilot systems help manage long flights. With its strong tradition of engineering excellence, especially in the precision industries, and as a nation committed to sustainability, Switzerland appears to be at the forefront of solar aviation. The Solar Impulse project is a clear example of engineering innovation and global awareness of clean technologies and sustainable solutions. Led by Swiss pioneers Bertrand Piccard and André Borschberg, the project successfully developed a series of solar-powered aircraft that achieved impressive milestones in sustainable flight. The duo built a prototype aircraft and completed a 26-hour nonstop flight in 2010, marking the first night flight in history powered solely by solar energy. This demonstrated the aircrafts ability to generate and store enough energy to operate around the clock. The second stage of this project, in 2016, resulted in an improved model of the craft that achieved a historic circumnavigation of the globe using only solar power. The voyage covered more than 40,000 km across multiple continents in 17 stages, showcasing the potential of solar photovoltaics in aviation. The latest project in this vein is SolarStratos, a solar-powered aircraft designed to fly in the stratosphere (the edge of space) using only the suns energy to push the boundaries of whats possible with renewable energy. Its goal is to inspire broader applications of sustainable technology around the world. The project is the brainchild of Raphaël Domjan, a former Swiss mechanic, paramedic, and mountain guide who has dedicated the last 20 years of his life to exploring and promoting clean technologies. In 2012, the explorer completed the first circumnavigation of the planet in a solar-powered vessel, PlanetSolar. The 52-year-old is also a friend of Piccard, from Solar Impulse, and admits he was greatly influenced by this project, which, he says, taught him some important lessons. We saw that the size of the plane is important. If the plane is too big, the costs are very high and its difficult to manage. Then you need a huge team, and its very expensive, he explained to Wired magazine in 2016. Solar Impulse cost around 178 million Swiss francs ($187 million), while the cost of the SolarStratos aircraft, he told the tech magazine, would be closer to $10 million. Domjans two-seater plane has 22 m² of photovoltaic cells on the wings, providing about 6 kW of power. According to him, this configuration allows the plane to run solely on solar power during regular flights. Asked how long the plane could spend in the stratosphere, Domjan replied that this was not the goal of the project: The goal is to get as high as possible, and with good sunshine, we can fly for between two and six hours. The goal for 2025 will be to fly above 10,000 meters, which will be the first manned aircraft to exceed this altitude. If this flight is a success, he added, the plan would then be to fly into the stratosphere in an ultralight, solar-powered spacesuit (another world first!) designed by the Russian company Zvezda, which created suits for Yuri Gagarin, the first man in space. Challenges and solutions Controlling the aircraft while wearing the suit in the cramped cockpit with restricted views will require special training, he acknowledged, highlighting one of the many challenges facing Domjan and his team. Some have also questioned the projects viability. Concerns include the projects ambitious goals, technological limitations, and the potential risks associated with solar-powered high-altitude flight. The batteries are a big challenge, Domjan admits. The batteries for the record flight are not ready yet. We also need to change the propeller for the high-altitude flight. Its a big challenge to have the best, lightest battery. In other areas, however, SolarStratos has made notable progress. Last year, the aircraft achieved a significant milestone by reaching an altitude of 5,993 m during a flight over the Matterhorn, demonstrating the aircrafts ability to operate at high altitudes. This achievement follows a series of test flights over the past five years, which have been crucial in validating the systems design improvements and functionality. The team then plans to attempt a flight to 10,000 meters above the Swiss Alps this summer, which will be a decisive step toward reaching the stratosphere. Are there commercial implications? Domjans vision goes beyond piloted flight, with the development of high-altitude solar-powered drones. In an interview with 2024, he expressed his hope that the knowledge gained from the SolarStratos project could contribute to advances in electric aviation and facilitate the development of solar-powered stratospheric drones. While it will be a long time before solar planes can carry heavier loads or fly as fast as traditional aircraft, advances in solar and battery technology could one day make this more practical. In the future, they could play an important role in fields such as environmental research, communications, or even eco-tourism. Ultimately, Domjan envisions a future where solar aviation is commercially viable. As the Swiss pioneer states on the project website: The goal of SolarStratos is to showcase what can be achieved with solar power, in the hope that the aviation industry will take note and move away from fossil fuels to more sustainable energy sources. Standards and conformity assessment could help An IEC technical committee, IEC TC 82, develops standards for solar photovoltaic energy systems. Currently, these standards apply to terrestrial photovoltaic systems, whether large installations or small rooftop systems. The TC has also embarked on developing standards for floating photovoltaic systems. Although solar panels or modules for aircraft or drones would require specific standards, much could be derived from the extensive body of work already published by the IEC. The IEC also has two TCs specifically addressing the aircraft industry: IEC TC 107: Process Management for Avionics, and IEC TC 97: Electrical Installations for Aerodrome Lighting and Beaconing. All aircraft electronic components must comply with TC 107 standards. One of the main concerns is avoiding the use of counterfeit or recycled electronic components that do not meet the safety and performance requirements intended for aircraft. IEC 62668-1 is a case in point. The IEC Quality Assessment Scheme, IECQ, offers third-party assessment and certification of compliance with IEC 62239-1 and IEC 62239-2. Although solar-powered airplanes are far from commercially viable, if they ever achieve broader market appeal, international IEC standards will be in place to ensure they meet the appropriate safety and performance requirements. |
