Heart Electric Aircraft - Once again, the problems they are solving are comparatively pedestrian. Are the wire bundles long enough? Does anything get crimped as things open and close? But at the end of the process, they will be able to be crystal clear in their communications to the vendor who will provide all of the components such as lights, avionics, and deicing.
That last used to be done by bleed air systems, but thankfully its been moving to electric deicing systems in recent years, so they can integrate something that works for that problem as well. They've been throwing requests for information (RFI) out to global manufacturers, and it's a treat to open them and find out what cool things already exist.
Heart Electric Aircraft
Musk rarely meets his self-imposed deadlines, but he’s always excelled at marshaling others to his cause with grand pronouncements and sprawling visions. Now he's looking beyond cars, and even robots. “I really want today to be not only about investors who own Tesla stock, but anyone who is an investor in Earth,” he said.
© 2023 Conde Next. All rights reserved. Use of this site constitutes acceptance of our User Agreement and Privacy Policy and Cookie Statement and Your California Privacy Rights. WIRED may earn a portion of sales from products that are purchased through our site as part of our Affiliate Partnerships with retailers.
The material on this site may not be reproduced, distributed, transmitted, cached or otherwise used, except with the prior written permission of Condé Nast. Ad Choices The conversation continued with a discussion of alternative fuels. Breakthrough Ventures is funding both Heart Aerospace and ZeroAvia, a hydrogen drivetrain startup which is pursuing a different path to getting into the air with low emissions.
While the conversation was excellent, our time together inevitably came to an end. As always when closing out a CleanTech Talk, I asked Forslund to consider what he would say to CleanTechnica's global audience. His response was thoughtful and inspiring.
You'll also have access to Virgin Australia's extensive benefits including heavily discounted travel for you and your loved ones on our network and international airline partners, discounts on insurance, car hire, accommodation and insurance worldwide and a range of wellness support including a confidential Employee
Assistance Program and the Better Me digital wellbeing platform. Now the larger 30-passenger aircraft will have a much shorter all-electric range of 125 miles (200 km), but it will have a reserve-hybrid configuration, consisting of two turbo generators, to get the original 250 miles (400 km)
range and the reserve energy requirements. The ES-30 has a comfortable three-abreast flat-floor cabin seating and it features a galley and a lavatory. Cabin stowage and overhead bins will add to the large external baggage and cargo compartment and provide airlines with network flexibility.
He cites Oberkampf's 2011 paper on quantification of uncertainty in scientific modeling as something key to what he's trying to deal with, and also cites Tufte's analysis of the Shuttle disaster of 2003, where Powerpoint played a key role in the failures.
They inform the reasons why Heart Aerospace is spending a lot of time building real, physical things. is a member of the Advisory Boards of electric aviation startup FLIMAX, Chief Strategist at TFIE Strategy and co-founder of distnc technologies.
He spends his time projecting scenarios for decarbonization 40-80 years into the future, and assisting executives, Boards and investors to pick wisely today. Whether it's refueling aviation, grid storage, vehicle-to-grid, or hydrogen demand, his work is based on fundamentals of physics, economics and human nature, and informed by the decarbonization requirements and innovations of multiple domains.
His leadership positions in North America, Asia and Latin America enhanced his global point of view. He publishes regularly in multiple outlets on innovation, business, technology and policy. He is available for Board, strategy advisor and speaking engagements.
A second Master Plan, published in 2016, promised self-driving cars and shared robotaxis, and it promoted the carmaker's (now struggling) solar panel business. The robots on wheels haven't shown up yet—though Wednesday's events did include a cameo from Optimus, a still-clunky prototype of a humanoid robot also being built by Tesla.
There’s a lot of competing technologies, and that’s how it should be, in Forslund’s opinion. It's a sign of strength. He quotes Gandalf from Lord of the Rings — “Do not be too eager to deal out death in judgment.
Even the very wise cannot see all ends” — and concurs with the sentiment. While he and I agree that battery electric is completely fit for purpose for short- and medium-haul flights, covering all in-continent flights with the exception of the massive breadth of Russia, that doesn't mean we are necessarily correct.
We're the airline that's always done things a little differently. our way. The Virgin way. For us, flying is so much more than simply taking off and landing . It's about going the extra mile, in the air and on the ground, to create authentic experiences that put our guests firmly at the heart of everything we do.
A truly affordable electric car has long been a target for the company. Tesla's first Master Plan—published in 2006, before Musk was CEO—was simple but, at the time, radical: Build an electric sports car, and use that money to build cheaper and cheaper electric cars.
The company touted its second electric sedan, the Model 3, as the battery-powered ride for the masses, but the car only sold at its target price of $35,000 for a limited time. Its base model now sells for $43,000.
In the meantime, legacy automakers inspired by Tesla's vision have stepped into the gap: The Chevrolet Bolt today starts at $26,500, and the Nissan Leaf at $28,000. The company is already fairly far along, and hopes to be able to show the iron/copper bird working next year and get to architecture-complete.
At that point, they'll be able to put in requests for proposals with sharp specifications to manufacturers, and have manufacturer representatives walk through and around the bird to clarify any ambiguities. Likely the first working system, their “Hello world” will be external blinking lights.
The new airplane design, called the ES-30, is a regional electric airplane with a capacity of 30 passengers and it replaces the company's earlier 19-seat design, the ES-19. It is driven by electric motors powered by batteries, which allows the airplane to operate with zero emissions and low noise.
They are creating a physical twin, not just a digital twin. That doesn't mean they aren't doing digital twins and don't consider them valuable for what they are good for, but they understand the limitations and failure modes of relying too heavily on them, something I've been exploring with one of
my firms in the domain of buildings. The next-generation vehicle won't be just one car, but an approach to building vehicles focusing on "affordability and desirability," said Lars Moravy, Tesla's vice president of vehicle engineering. It will be built at a new factory near Monterrey, Mexico, which was announced at the event Wednesday and will be Tesla's sixth battery and electric vehicle plant.
Executives said the next-gen vehicle would have a 40 percent smaller manufacturing footprint and would cut production costs by 50 percent. But Forslund and his team don’t have to prove anything about the airworthiness of an above-wing flying bus that’s basically a small Dash 7 with electric motors.
This is a completely standard airframe, and everyone knows it flies just fine, assuming you have the wings in the right place and the like. This is a de-risked space. The things that require de-risking seem stupid, like how to fold a wing flap over the nacelle, something requiring 3-dimensional thinking and visualization.
But Forslund points out that aircraft are near the limit of our organizational abilities, and rockets are at the limits. His father had books with people living in orbit by now, but that's not what has occurred.
Aerospace is something which countries struggle with. He refers back to the Kelly Johnson-era, the space race, and the SR71 as being a period of radical experimentation and chief engineers who had significant authority. By contrast, today we've settled on a structure and established a supply chain for aerospace.
From his perspective, we're not creating new chief engineers like Johnson, and if you want a new technology that's ready in 2040, you need to have someone like that in their 30s to see it through to the end.
We reported on the Sweden-based startup last year when it made a splash by unveiling the ES-19, a 19-seat electric aircraft meant for short flights. The ES-19 was meant to have up to 250 miles (400 km) of range, but the range is commercially viable for short-range flights with 19 passengers.
We took a minute to mull on Elon Musk's proposed suborbital passenger solution for long-haul as well, something I calculated once would have about 60% of the CO2 per passenger as regular flights. Solving long-haul aviation completely is going to take 40 years, but the start has to be short-haul, where Heart Aerospace is working today.
Incrementalism will get us there with one or more technologies. They have started working on an iron/copper bird, a full-scale physical airframe that stays on the ground, but allows integration and testing of all of the mechanical and electronic systems.
A key advantage of the electric motors is that they can actually mount the nacelles and motors on the plane, and run them in place without propellers and manufacture load. For legacy fuel aircraft, the engines have to be in a separate room due to the noise and air quality problems, but electric motors don’t have either problem.
Heart’s team will be able to stand next to the bird with the motors running at 2 MW without concern. “Earth can and will move to a sustainable energy economy, and will do so in your lifetime,” Musk proclaimed.
More details will be revealed in a forthcoming white paper, he said. But the presentation was short on specifics on the one part of the electric transition that is in Tesla's gift: the next-generation vehicle it has been teasing for years, promising something that is more affordable, more efficient, and more efficiently built than anything in
its current lineup. The vehicle, or group of vehicles, will be crucial to hitting Tesla's goal of selling 20 million vehicles in 2030; it sold 1.3 million in 2022. And so, on to the $35 million Series A funding that Heart Aerospace recently closed.
Seed funding got it to the working electric drivetrain, but more physical milestones are coming. $35 million is inadequate, of course, to get commercial planes into the air. Forslund's benchmarking and bottom-up estimation arrive at a figure around $500 million to get to early stage production and the first planes into the air, but Heart Aerospace is going to have to hit its marks for the next couple of years to unlock that level of
funding. Nearly four hours into Tesla's marathon Investor Day, someone in the audience tried again to bring Elon Musk, the Tesla (and Twitter and SpaceX) CEO back to the present day. From a stage at the Gigafactory in Austin, Texas, Musk had announced an ambitious “Master Plan 3” to save the world.
For $10 trillion in manufacturing investment, Musk said, the world could move wholesale to a renewable electricity grid, powering electric cars, planes, and ships. Air Canada is very pleased to partner with Heart Aerospace on the development of this revolutionary aircraft.
We have been working hard with much success to reduce our footprint, but we know that meeting our net-zero emissions goals will require new technology such as the ES-30. We have every confidence that the team at Heart Aerospace has the expertise to deliver on the ES-30’s promise of a cleaner and greener aviation future.
Electrifying aviation is a critical step in decarbonizing our world. In the first half of our discussion, Heart Aerospace CEO Anders Forslund led us through the steps to get to a working electric motor with integrated batteries and an optimized propeller, a key step along the path of building a 19-seat, 400-kilometer,
regional passenger plane. The pragmatic choices that he and his team have made and continue to make are all about getting regulatory approval to fly rapidly, so that electric passenger planes can be carrying people in the second half of this decade.
Forslund cites the altitude record for airplanes being held by a solar electric airplane, as battery electric planes don't depend on oxygen to combine with fuel, as one of his reasons for considering battery electric to be the better choice.
We don't get into battery energy density, but I've dealt with the subject enough times to know that virtually all naysayers about batteries for transportation have been proven wrong rapidly. The first article elicited a comment from a pseudonymous guest pointing to a Europe analyst who supports hydrogen, in which the analyst makes glaring errors to ‘prove’ that battery electric won’t work, something I’ll likely write on soon.
The conversation turns to the creation of net new technologies, and de-risking them. Forslund has spent a lot of time in the virtual, working in simulation environments and vendor-supplied tools, starting from mathematics and stepping up into various simulations.
He spent much of his product lifecycle management PhD in the realm of digital twins. At each step of the way, errors are introduced. The company is attached to battery technology. When it came out of stealth mode last year, it believed that battery technology would enable them to have a commercially viable all-electric aircraft for 19 passengers with 250 miles (400 km) of range by 2026.
Copyright © 2023 CleanTechnica. The content produced by this site is for entertainment purposes only. Opinions and comments published on this site may not be sanctioned by and do not necessarily represent the views of CleanTechnica, its owners, sponsors, affiliates, or subsidiaries.
The company's focus is building a safety critical system, designed to have one loss of life for a billion hours of operation, and many risks remain. Heart Aerospace has a small and rapidly growing team with many open positions to drive down those risks.
It's turning into a systems integrator, trying to build an airplane that is as standardized as possible, with components and technologies that are proven on similar aircraft with legacy drivetrains. What, an investor asked the company's executives, would that vehicle be?
Musk declined to share. “We’d be jumping the gun if we answered your question,” he said, explaining that the company would hold a separate event to roll out the mystery vehicle somewhere down the line. Slides shown during the presentation just showed images of car-shaped forms under gray sheets.
heart aerospace electric planes, heart aerospace news, heart aerospace wiki, heart aerospace motor, heart aerospace stock, heart aerospace, heart aerospace sweden, heart aerospace stock symbol
0 Comments