Originally Posted by
pattern_is_full
Yes, but at what point does landing weight become a special factor? I.E. must be a value less than MTOW, and so-listed in the manual? And assumed by the engineers? And does that include any aircraft likely to be electrified any time soon?
If a given design has a MLW of 5000kg, it can land at 5000kg. That is the spec, and it can be landed that way on every landing. There's nothing in the books that says "MLW - but only use this 10% of the time!"
And it doesn't matter how that weight is divided between structure, engines, batteries/fuel, and payload. Payload being the factor where adjustments are most easily made.
The difference between MTOW and MLW for a Twin Otter is 200lb/90Kg. Leave out one seat = end of problem.
Of course, that doesn't contradict the general idea that weight is always a critical problem in any aircraft, from balloons to A380s. And that electric flight beyond a certain point will depend on "unrealized" technology, like the ability to make aluminum engine blocks in place of cast-iron was for aviation 116 years ago.
You omit the fact that with a fuel verses electric aircraft you can adjust the amount of energy you carry onboard to account for the length of flight and other variables. A electric aircraft loses the ability to depart with a 50% fuel load to allow increased payload. In airline operations that occurs on almost every flight. A twin otter with a OEW of about 8000 lbs would be heavily load restricted if it took off with fuel fuel every flight. Payload would be about 2000 lbs max. Perhaps 9 passengers and baggage. Batteries are going to need to be far lighter than a comparable fuel load before the concept becomes viable. The same energy density would result in many operational restrictions.