It might be wise to make a difference between the grid distribution and the power terminal. Households have (most often) a three phase power cable setup coming into the house, and then every phase is distributed to a monophase wiring scheme (three-phase current is actually three monophase currents, with 120 degree phases apart). Since electric distributers mostly charge the electricity price by the maximum power a subscriber/consumer can use, households have only monophase sockets and electric aparatus inside the house. Thus three-phase power is coming into the house/workshop but is distributed as three monophase wirings. What prevents you from using three phase electricty is the lack of the three-phase terminal (three-phase counter/panel, breaker/fuse, larger gauge wirings and sockets) into which one could plug a three-phase aparatus. You will also notice workshops have thicker wirings (thicker gauge wire) which can sustain continuous use of higher currents. A quite common cause of electricity incendies happens when the aparatus inside the household/workshop consume more power than the wires can handle, so they catch fire after continuous heating (a too thin wiring cable will act as a heater until metling or eventually burning) and burn down the house/workshop. Hence, there are fuses and circuit breakers to prevent electric strikes and incendies. Even though your workshop has a 90A breaker, continuous use of 240V/89A could lead to electric problems noone wants to risk. Thus your electrician or whoever has built the wirings has limited the use inside the house so you could not use all three phases simultaneously. But if you'd check the entry cable into your facility (household/workshop), you might notice it is a very thick multiple (five or three) wire cable, out of which three wires are three-phase electricty. Feel free to check and let me know if this is incorrect, I am always open to learning about new grid technologies. In the USA, Continental bought the Centurion engine program and sells it across the country. So most probably we will be seeing more of them because the USA is a leader in small aircraft production. Hopefully someone will design a couple of improvements to the clutch and eletrconics so reliability would be improved compared to some previous models. So far so good, time will tell how this 155HP engine will evolve. Hangars and workshops are in a different league compared to households when electricty is concerned. Most often the distributor allows them more power (U x I = P, voltage times current equals power) than households so the wires would withstand continuous use of heaters, driers, welders, high power machines, etc. This electricty is more expensive, so naturally it is not that easy to 'plug in' a quick charge Tesla into a socket in a home. However, a slow charge is possible, to charge this same car slowly over a period of ten hours, like during the night when the grid is at a low (industrial machines not running). So yes, there are solutions, but the most imprtant thing is to see if there is a MARKET or demand. Transitioning to a C-152 can sometimes be complicated to a pilot who is used to different instruments/equipment positions of the C-172. The circuit breakers are in the different spot, the gauges, the indicators, the fuel selector valve is different, etc. And we as pilots get used to performing things according to check lists and automatically. For example, your hand reaches to check the fuses, but they are in a different position. These can sometimes shortly confuse even an experienced pilot, and take some time (a couple of hours) to adjust to. Electric aircraft don't need half of the instruments and gauges an ICE aircraft does, so it might be smart to take these into consideration when designing the electric aircraft to keep possible pilot confusion to a minimum. The same problem existed even ten years ago when electric aircraft were being designed and tested on a larger scale. The initial cost is high, electricity is cheap, batteries are hyperexpensive. And battery cells are expendable, they have to be changed from time to time depending on the quality. A good battery design is crucial, as well as cheap and reliable battery cells. So far it seems only Elon Musk has plans to do something about it on a larger scale. Without this, you are absolutely right that we are a long way from spread of electric flying.