Worth noting that EV aircraft flight segments are likely far shorter (100--500 km, maybe at a stretch 1,000 km, not the ~5,000 km of JFK->LAX), and cruise much slower (~100--300 knots, say), so climb-out would be a proportionately larger share of the energy budget.
And ditching 20% of your energy storage mass immediately on attaining altitude would still be a considerable savings for the remainder of the flight as that mass doesn't need to be kept aloft.
EV aviation (and aviation itself) is a battle of thin percentages. EV aviation itself has relied strongly on materials advances (advanced fibre composites), and reducing crew (ultimately: autonomous piloting). The need for cabin crew for safety reasons remains, and would be a significant hurdle. The extent to which non-revenue occupants and payload can be minimised likely plays a huge role in any eventual success. A 19% reduction is nothing to be sneezed at, if it can be achieved without significant other compromise.
Worth noting that EV aircraft flight segments are likely far shorter (100--500 km, maybe at a stretch 1,000 km, not the ~5,000 km of JFK->LAX), and cruise much slower (~100--300 knots, say), so climb-out would be a proportionately larger share of the energy budget.
And ditching 20% of your energy storage mass immediately on attaining altitude would still be a considerable savings for the remainder of the flight as that mass doesn't need to be kept aloft.
EV aviation (and aviation itself) is a battle of thin percentages. EV aviation itself has relied strongly on materials advances (advanced fibre composites), and reducing crew (ultimately: autonomous piloting). The need for cabin crew for safety reasons remains, and would be a significant hurdle. The extent to which non-revenue occupants and payload can be minimised likely plays a huge role in any eventual success. A 19% reduction is nothing to be sneezed at, if it can be achieved without significant other compromise.