The real key to making electric aircraft feasible is to increase the efficiency dramatically. (Also, jets don’t have >60% thermal efficiency if you use the HHV of the fuel.) just a swap out of the fuel for battery gets you to a few hundred miles of range at best. Enough maybe to compete with the California HSR, but not much more.
It’s like how a Tesla Model S is not a battery swapped sedan. It’s a custom clean sheet design. That’s why you can get 400 miles of range in it instead of just 150 miles.
Likewise, you need a clean sheet battery electric aircraft design. That’s why the Eviation Alice is able to get significant range. Incorporate 777x-like folding wingtips and possible truss braced high aspect ratio wings, natural laminar flow like sailplanes, you could increase L/D to about double current aircraft. Things like that allow 1000 mile range. Substantial enough for short haul trips, which are about half of all passenger miles.
A Tesla Model S doesn't have any more weight efficiency than a battery swapped sedan. It's just as heavy as a battery swapped sedan, it's just built to handle the weight better.
The main factor in the Alice having a lower L/D is flying at less than half the airspeed and thus drastically reducing parasitic drag. There are no easy gimmes. You're going to have to sacrifice range and speed.
So far electric airplanes are somewhat worse than piston aircraft. They will never rival jets until we drastically increase energy density.
The turbine efficiency of modern turbojets is actually around 60% and there are turbines with more than that. The overall efficiency is actually lower because of propulsive inefficiency, but electric aircraft have that exact same problem.
The 737 Max8 has a massive advantage over the LearJet of massively lower surface area per passenger. It's not comparable at all. In an electric aircraft where the bottleneck is the battery as far as weight goes this is not a relevant comparison.
You have two regimes. One where the dominant factor is structural efficiency is mass. One where the dominant factor is area. You cannot compare the two. It is simply a completely deficient comparison.
Do you want an actually correct comparison? Keep the 737 Max 8. Now compare it to a PAC P-750XL, dry mass of 1.6 tons over 9 passengers. That's 181kg per passenger, less than the Max-8.
Now that's the aluminium version. The Max-8 uses a massive amount of composites - the composite version of the P-750XL is expected to be significantly lighter still.
It's absolutely not a fiction. A 787 Max-8 consumes 18 liters (!!!) of kerosene at >60% thermal efficiency, per passenger, per hour. That's 175kW of useful energy consumption per passenger. To fly one hour at 400Wh/kg assuming 100% energy efficiency you need to add 437 kg of batteries PER PASSENGER.