I love this!! Erika was clearly super knowledgeable and passionate about the electrification of air transport. Can't wait to take an electric flight one day. :)
Wow - excellent video Nikki. That company is impressive and we hope a lot of charging and aeronautical engineers see this and are motivated. Again, great video (much better than an Air BNB one :).
It’s so thrilling to see you feature Harbour Air’s EV venture on your channel. Harbour Air is essential to meet our transportation needs on the BC south coast and is incredibly useful for getting to and from Victoria and Vancouver. The Otter and Twin Otter are the backbone of this service. When they are eventually converted, not only will the travel be emissions-free, the folks who live on the waterfront next to the designated YWH runways in Victoria will be spared the associated fuel odours as the planes take off.
I've been following Harbour Air for several years. De Havilland Canada has (I believe) a real opportunity to electrify some of the world's most iconic aircraft using the trail being blazed here. Given a small, "green" and relatively low-cost, LOW-NOISE solution I strongly suspect there would be a LOT of demand. Air travel is ripe for disruption, and unlike cars it is not likely to be "more of the same" since airports are already capacity-constrained around the world. A lot of the rush is for EVTOLs, but an electric version of any of a number of original DHC aircraft (i.e. DASH 7) COULD have a shorter path to certification as electric since it would be mostly a powerplant change.
Harbor Air is working on this for many years already, 10 December 2019 the first e-Beaver flight took place. I was a bit surprised they do not have the charging issue sorted out better, with only one 60Kw charger and a clumsy mobile charger. Here in The Netherlands we see more and more electric boats, and fast chargers appear in several harbors around the country.
@@MarcoNierop with a lot of testing you’re taking a fair bit of time between test flights, so there’s ample time to charge at a rate like 60KW. That might take 2 hours or more (how big was their pack?) The need for faster charging comes when you need faster turnaround.
I think the main issue is that onboard fast chargers add significant weight and take up space. There is apparently some work being done on routing charging through the motor of some EVs to eliminate the need for an on board charger, but its experiemental afaik.
I lived in the San Juan Islands in the 80s and 90s and took Harbor Air to/from Seattle now and then. The Beaver is a great plane and theirs are very well maintained (I think they were made in the 40s). So glad they are making this investment. Thanks for the great story.
Transport evolved Indeed! All I can say is that this is the best source of information for transport electrification. And yes, I am an aviation nerd. Great job, Nikki.
This was great I loved it. No one else at the show thought to do a story on the EBeaver that I know of. I have been following this story for a long time so it was nice to have the update. It also made me chuckle the thought of Nikki hugging the mascot lol.
Great work here! I filmed a similar video at Harbour Air the same day as you, and Erika was just fantastic to everybody. It was fun to see your professional video equipment, and this final result looks great, and I learned stuff I forgot to ask during my time with Harbour Air. It's a longshot, but I'm reaching out to some folks I know in the EV charging business and see what I can come up with, including engineers who got the Pipistrel electric airplane charging from a Ford F-150 Lightning.
Another excellent video! Kudos to Harbor Air, Magnix and, of course, Nikki. The bulk of humanity worldwide lives in or very near a coastal community. There is a huge market potential for providing cost-effective and convenient transportation between coastal cities and between islands for places as diverse as Hawai'i, Scandinavia, Southeast U.S., , the Philippines, and the Mediterranean basin. While float planes work well in certain geographies, the much larger opportunity will likely be for new aircraft such as the Jekta PHA-ZE 100 which will be amphibious and the Regent Viceroy sea glider which is a wing-in-ground-effect vehicle. Both can be built as pure electric or hydrogen hybrid.
They should put the batteries in the floats. When you fast charge you need battery cooling, which will be easy to design in if the floats are in ice cold water.
Putting all that weight in the floats could lower the center of gravity and alter the handling characteristics of the aircraft significantly. This would probably affect its certification. Best to change as little as possible in this regard.
I recently flew in a (very old) Beaver from Key West to Dry Tortugas National Park. This would be a great route for an electric Beaver. Short flight, low altitude (saw lots of turtles, etc.)
Just commented exactly on that. What were they thinking…. did ask for a re-upload so we could hear the electric powered propellor sound, esp once airborne.
Awesome interview and learned so much. Seems like some of these companies have been on their own. Hope their partnership/teaming works through the changes as soon as possible and their ev planes are off and flying! Please keep following their progress.
Make fluffy beaver happier with a gentle warm touch of sun on those beaver wings, sitting in the sun all day = ~10 kWh of free solar power...digital is the way.
Pity about the music at the end, really wanted to hear the electric powered propeller sound, esp. once in the air…. Please re-upload without music masking the plane, that’d be awesome…. Good vid btw.
As our editor noted - we can't. We'd get a copyright take-down. There was music playing from nearby the docks, and that would potentially result in a take-down notice.
I hate to be a downer, IMO we NEED the next level of battery technology to make E-Aviation viable. When you have a runaway lithium fire on an airplane, you can’t just pull over on the side of the road and jump out. Charging times are too long and charging at remote sites that don’t have superchargers won’t work so you need to have enough energy on board to go out and back. I think there is a viable application for electric aviation, and that would be training teaching new pilots. You’re taking off and landing at the same airport. training flights can be about an hour long, and you can have swappable batteries.
How does propeller pitch control work? I would guess that since an electric motor can develop nearly max torque at any speed, the need for constant speed prop systems could be eliminated or at least greatly simplified.
Yes, I was also thinking along the lines of magnified torque roll from throttle application? Great to hear these women talking about Beavers, I love them so does Harrison Ford.
Propeller pitch is typically controlled hydraulically. Changing pitch is less about managing torque, and more to do with ensuring the blades (really just smaller wings) operated at the most efficient angle. Just as the main wing will not be very efficient if was twisted vertical relative to forward speed, similar with the blades. At low speed they are flat and increase pitch as speed increases. Operating at closer to ideal pitch also reduces noise.
Great video Nikki! Just a thought - why have retractable floats not a thing yet? Surely the extra mass of the retractor mechanism would outweigh the energy used in overcoming the drag of large 'unhidden' proportion (I envisage that the floats would tuck into the body, exposed on one side only and still be streamlined) of the float and supports? Any engineers there who could enlighten me please?
Awesome content! Nice to see what’s going on in another realm of transportation. I do wonder how many sacrifices are being made to get through certification more easily. It’s like and EV built on top of an ICE platform vs. on a dedicated platform…
@@michaelsmithers4900 that’s a good question. I’m sure there’s some compromises, but I expect a lot depends on how much of the ICE infrastructure like fuel tanks still remains in place as dead weight. Or if the tanks are removed and replaced with an equal weight in batteries (because that’s where the weight was designed to be) It’s not like there’s a transmission/exhaust tunnel on a prop plane.
I'm not sure "sacrifices" is the right word here. There are actually great advantages to using an established plane with well understood flight characteristics and mechanicals, from the perspective of the pilots, mechanics, and regulators, etc. It also likely dramatically lowers the cost of entry compared to having new planes manufactured, and ensures that classic airframes will remain flying in the future.
@@chrisbailey5055 there's a few kinks to be worked out with combustible hydrogen.. Unless you have a link to some new engine i can read about, but I've yet to see anything that makes me think it's ever going to be be better than current gas engines and ev with battery.
Excellent! I'll bet the eBeaver is a lot quieter? Slight correction for Erika Holtz - it's an electric *motor* - though later in the interview, she got it right.
Not really, the sound of the propeller is overwhelming the sound of the radial or turbo engine, so the electric drive train doesn't really make it quieter.. Maybe only a littlebit during taxi.
To be certified under FAR Part 33 as an Aircraft Engine the electric motor with inverters is defined as an engine. It has been a difficult transition to that verbiage.
A great interview. Considering the large and relatively flat surface of the wing the Aperta light weight solar system would be a great boon the these planes.
Why can't they find a charger? Aren't there several car manufacturers installing 800V chargers in their cars?!? Also, pretty sure with a tweak or two they can just use two 400V chargers in series.
Onboard AC chargers in EV’s are typically limited power because most homes don’t have >60amp circuits. Above 20KW is very rare. It’s enough to fully recharge overnight, on a typical residential 240v circuit (9-12KW). But not to full recharge in an hour or two. Charging above that is typically DC. Level1 = 120VAC input Level2= 240VAC input
@@willburk with most 800v electric vehicles the level 1&2 “charger” is onboard, and what most people call a charger is EVSE that just provides 120/240vac to the vehicle. In this case they really are talking about the charger, not just EVSE. They might have to look at something designed for a 800v car. The majority of what’s out there in the retrofit market is designed for under 750 or under. But even lucid, who has one of the best, has a max Level2 acceptance rate of 19KW. Since they are talking about DC voltages, but also saying “level2” but WAY higher than typical L2 power levels I don’t know what to think.. those are normally orthogonal terms
@@willburk oh also, the way most 800v cars deal with older DC chargers that don’t support >500VDC is to have internal systems to step up the voltage. Lucid uses their wonder box, but it’s limited to 50KW. E-GMP cars use the rear motor in conjunction with their inverter to step up the voltage, but that’s limited to 100KW. (vs a typical peak 240KW charging rate on a proper fully NEVI compliant charger). Without their motor the E-GMP approach wouldn’t be usable here, and the lucid technology doesn’t improve on the 60KW they already have. I think the same is true for Porsche, so no help to be had trying to borrow auto-EV tech.
OK. Maybe I'm messed up, and I'm glad they are making progress, but I could swear they should be MUCH farther along than this. Perhaps they are just really underfunded in this aspect, but I thought they were flying this prototype a couple two or three years ago. Maybe more??? Only have minimal charging infrastructure? I mean, not even a dock side plug-in at ONE of their destinations??? I forget which channel featured them, maybe FC, but Harbour Air seemed ALL IN on electrification at that time. I don't mean to be disparaging, I'm just puzzled.
@@AlRoderick Yes and there are at least two additional complications. One is they can't take full advantage of new developments in battery technology. They need to pick a technology and take it thru the certification process which means the aircraft they certify may have a battery technology that is several generations behind the latest generation. Second they certifying a whole new power system which for example has no existing standards for "fuel" reserve etc. So I suspect in some cases they have to wait for the authorities to decide on new rules or perhaps propose to the authorities what the new rules should be and wait for them to accept them as opposed to just designing something based on existing rules and demonstrating that they meet the rules. This was discussed on another video about the E Beaver by another channel.
When powering a vehicle with an electric power plant, it is a "MOTOR" not an engine. Gas powered vehicles have "ENGINES" and electric powered have "MOTORS".
Definitions 1&3 work. I don’t think regulators care about #2 engine /ĕn′jĭn/ noun * A machine that converts energy into mechanical force or motion. * Such a machine distinguished from an electric, spring-driven, or hydraulic motor by its use of a fuel. * A mechanical appliance, instrument, or tool. "engines of war." The American Heritage® Dictionary of the English Language, 5th Edition
An exceptional presentation. Other than avoiding weather, the reason jets need to fly high is they require the colder air aloft (-30 to -40º) to increase their efficiency. Jet engines operating in warm air near the surface are very inefficient, as they need to consume so much more low density air to get the oxygen they require. Since electric motors are not dependent on oxygen, they produce the same power regardless of altitude.
Yay! 🎉 Two of my favorite things: Beaver float planes and electric drive🎉 Lower maintenance is a big plus!!! Great info and interview!
I love this!! Erika was clearly super knowledgeable and passionate about the electrification of air transport. Can't wait to take an electric flight one day. :)
Wow - excellent video Nikki. That company is impressive and we hope a lot of charging and aeronautical engineers see this and are motivated. Again, great video (much better than an Air BNB one :).
It’s so thrilling to see you feature Harbour Air’s EV venture on your channel. Harbour Air is essential to meet our transportation needs on the BC south coast and is incredibly useful for getting to and from Victoria and Vancouver. The Otter and Twin Otter are the backbone of this service. When they are eventually converted, not only will the travel be emissions-free, the folks who live on the waterfront next to the designated YWH runways in Victoria will be spared the associated fuel odours as the planes take off.
I've been following Harbour Air for several years.
De Havilland Canada has (I believe) a real opportunity to electrify some of the world's most iconic aircraft using the trail being blazed here. Given a small, "green" and relatively low-cost, LOW-NOISE solution I strongly suspect there would be a LOT of demand.
Air travel is ripe for disruption, and unlike cars it is not likely to be "more of the same" since airports are already capacity-constrained around the world. A lot of the rush is for EVTOLs, but an electric version of any of a number of original DHC aircraft (i.e. DASH 7) COULD have a shorter path to certification as electric since it would be mostly a powerplant change.
Harbor Air is working on this for many years already, 10 December 2019 the first e-Beaver flight took place.
I was a bit surprised they do not have the charging issue sorted out better, with only one 60Kw charger and a clumsy mobile charger. Here in The Netherlands we see more and more electric boats, and fast chargers appear in several harbors around the country.
@@MarcoNierop with a lot of testing you’re taking a fair bit of time between test flights, so there’s ample time to charge at a rate like 60KW. That might take 2 hours or more (how big was their pack?)
The need for faster charging comes when you need faster turnaround.
I think the main issue is that onboard fast chargers add significant weight and take up space. There is apparently some work being done on routing charging through the motor of some EVs to eliminate the need for an on board charger, but its experiemental afaik.
@@ChuckvdL Yeah, that is true, but in all these years you would expect they would have thought about this a little more and develop some solutions.
I lived in the San Juan Islands in the 80s and 90s and took Harbor Air to/from Seattle now and then. The Beaver is a great plane and theirs are very well maintained (I think they were made in the 40s). So glad they are making this investment. Thanks for the great story.
Transport evolved Indeed! All I can say is that this is the best source of information for transport electrification. And yes, I am an aviation nerd. Great job, Nikki.
Not to mention most propeller planes still use LEADED fuel, including harbour air
This was great I loved it. No one else at the show thought to do a story on the EBeaver that I know of. I have been following this story for a long time so it was nice to have the update.
It also made me chuckle the thought of Nikki hugging the mascot lol.
255... Neat! Complete and efficient. Can't wait for the utilized design of this tech. Keep Evolving!
I'm sure Kenmore Air here in Puget Sound is following this closely as they operate Beavers to Victoria, Vancouver, and the San Juan islands as well.
Float and Bush planes are ubiquitous here in Alaska. I would love to see a discussion on these in more remote places
Love seeing the progress in electric flight!
Though it was also interesting to briefly hear about the port side charging network needs.
Great work here! I filmed a similar video at Harbour Air the same day as you, and Erika was just fantastic to everybody. It was fun to see your professional video equipment, and this final result looks great, and I learned stuff I forgot to ask during my time with Harbour Air.
It's a longshot, but I'm reaching out to some folks I know in the EV charging business and see what I can come up with, including engineers who got the Pipistrel electric airplane charging from a Ford F-150 Lightning.
Another excellent video! Kudos to Harbor Air, Magnix and, of course, Nikki. The bulk of humanity worldwide lives in or very near a coastal community. There is a huge market potential for providing cost-effective and convenient transportation between coastal cities and between islands for places as diverse as Hawai'i, Scandinavia, Southeast U.S., , the Philippines, and the Mediterranean basin. While float planes work well in certain geographies, the much larger opportunity will likely be for new aircraft such as the Jekta PHA-ZE 100 which will be amphibious and the Regent Viceroy sea glider which is a wing-in-ground-effect vehicle. Both can be built as pure electric or hydrogen hybrid.
They should put the batteries in the floats.
When you fast charge you need battery cooling, which will be easy to design in if the floats are in ice cold water.
Putting all that weight in the floats could lower the center of gravity and alter the handling characteristics of the aircraft significantly. This would probably affect its certification. Best to change as little as possible in this regard.
I recently flew in a (very old) Beaver from Key West to Dry Tortugas National Park. This would be a great route for an electric Beaver. Short flight, low altitude (saw lots of turtles, etc.)
Absolutely brilliant informative video which demonstrates a new future
Why drown out the prop noise with music?
Just commented exactly on that. What were they thinking…. did ask for a re-upload so we could hear the electric powered propellor sound, esp once airborne.
This is so way extra super cool.
Used to live in Vancouver , briefly - miss the place and walks
It seems like Nio style battery switching technology should be aggressively pursued in aviation though water fleets different challenges perhaps?🔋🤯
Wild that I saw somewhere an a350 is OVER AN HOUR to fully fuel!? so potentially for small planes ~instant battery switching very alluring?
The beaver from 1937 is the original air frame.
It's amazing what one small company can do
Awesome interview and learned so much. Seems like some of these companies have been on their own. Hope their partnership/teaming works through the changes as soon as possible and their ev planes are off and flying! Please keep following their progress.
Fun and informative episode.
This was fascinating, appreciate the update.
A very impressive report!
Great to hear people who know what their talking about.
Thank you.
Make fluffy beaver happier with a gentle warm touch of sun on those beaver wings, sitting in the sun all day = ~10 kWh of free solar power...digital is the way.
Pity about the music at the end, really wanted to hear the electric powered propeller sound, esp. once in the air…. Please re-upload without music masking the plane, that’d be awesome…. Good vid btw.
As our editor noted - we can't. We'd get a copyright take-down. There was music playing from nearby the docks, and that would potentially result in a take-down notice.
Thanks
Great video!
I hate to be a downer, IMO we NEED the next level of battery technology to make E-Aviation viable. When you have a runaway lithium fire on an airplane, you can’t just pull over on the side of the road and jump out. Charging times are too long and charging at remote sites that don’t have superchargers won’t work so you need to have enough energy on board to go out and back. I think there is a viable application for electric aviation, and that would be training teaching new pilots. You’re taking off and landing at the same airport. training flights can be about an hour long, and you can have swappable batteries.
How does propeller pitch control work? I would guess that since an electric motor can develop nearly max torque at any speed, the need for constant speed prop systems could be eliminated or at least greatly simplified.
Yes, I was also thinking along the lines of magnified torque roll from throttle application? Great to hear these women talking about Beavers, I love them so does Harrison Ford.
Propeller pitch is typically controlled hydraulically. Changing pitch is less about managing torque, and more to do with ensuring the blades (really just smaller wings) operated at the most efficient angle. Just as the main wing will not be very efficient if was twisted vertical relative to forward speed, similar with the blades. At low speed they are flat and increase pitch as speed increases. Operating at closer to ideal pitch also reduces noise.
Great video Nikki! Just a thought - why have retractable floats not a thing yet? Surely the extra mass of the retractor mechanism would outweigh the energy used in overcoming the drag of large 'unhidden' proportion (I envisage that the floats would tuck into the body, exposed on one side only and still be streamlined) of the float and supports? Any engineers there who could enlighten me please?
Awesome content! Nice to see what’s going on in another realm of transportation.
I do wonder how many sacrifices are being made to get through certification more easily. It’s like and EV built on top of an ICE platform vs. on a dedicated platform…
@@michaelsmithers4900 that’s a good question. I’m sure there’s some compromises, but I expect a lot depends on how much of the ICE infrastructure like fuel tanks still remains in place as dead weight. Or if the tanks are removed and replaced with an equal weight in batteries (because that’s where the weight was designed to be)
It’s not like there’s a transmission/exhaust tunnel on a prop plane.
I'm not sure "sacrifices" is the right word here. There are actually great advantages to using an established plane with well understood flight characteristics and mechanicals, from the perspective of the pilots, mechanics, and regulators, etc. It also likely dramatically lowers the cost of entry compared to having new planes manufactured, and ensures that classic airframes will remain flying in the future.
6:58 glad she mentioned hydrogen...fuell cell technology makes a lot of sense for fixed wing aircraft....and combustible hydrogen is coming as well.
@@chrisbailey5055 there's a few kinks to be worked out with combustible hydrogen.. Unless you have a link to some new engine i can read about, but I've yet to see anything that makes me think it's ever going to be be better than current gas engines and ev with battery.
@@DugganSean can't post links here, but I can on the discord if you are on the TE discord
I can definitely see them purchasing a few Joby EVTOLs with floats, Joby flew theirs on hydrogen fuel cells for 500+ miles recently
Only issue I see there is the continued reliance on fossil fuel…
I would imagine taking off from the water surface would be a huge drag.
Great information, I’d like to know if it’s quieter than gas and running costs lower
Excellent! I'll bet the eBeaver is a lot quieter?
Slight correction for Erika Holtz - it's an electric *motor* - though later in the interview, she got it right.
Not really, the sound of the propeller is overwhelming the sound of the radial or turbo engine, so the electric drive train doesn't really make it quieter.. Maybe only a littlebit during taxi.
@@MarcoNierop so the engine noise or vibration and exhaust noise are not present - but it's no quieter? I am skeptical...
The propeller itself is what causes most of the noise.
@@stvrob6320 yes, but sound pressure level is cumulative, and thousands of explosions per minute are not quiet.
To be certified under FAR Part 33 as an Aircraft Engine the electric motor with inverters is defined as an engine. It has been a difficult transition to that verbiage.
Also, what are the advantages to the passengers choosing to ride the electric versus gas planes?
Hopefully in my lifetime 🙏
A great interview. Considering the large and relatively flat surface of the wing the Aperta light weight solar system would be a great boon the these planes.
That’s a great idea, I wonder if there would be a significant weight penalty? Definitely some good surface area!
excellent
Great video, all new info to me.
So important in Alaska, will Canada dominate electric float planes?
Our future electric world all comes down to battery advancements and hydrogen, we're getting close!!!!!!!
Why can't they find a charger? Aren't there several car manufacturers installing 800V chargers in their cars?!? Also, pretty sure with a tweak or two they can just use two 400V chargers in series.
Onboard AC chargers in EV’s are typically limited power because most homes don’t have >60amp circuits. Above 20KW is very rare. It’s enough to fully recharge overnight, on a typical residential 240v circuit (9-12KW). But not to full recharge in an hour or two. Charging above that is typically DC.
Level1 = 120VAC input
Level2= 240VAC input
@@ChuckvdL I thought they said they were having trouble finding a Level 2 charger that could do 800V. Maybe I need to watch again.
@@ChuckvdLI was right, check 12:20. They're looking for a Level 2 charger that'll go up to 800V.
@@willburk with most 800v electric vehicles the level 1&2 “charger” is onboard, and what most people call a charger is EVSE that just provides 120/240vac to the vehicle. In this case they really are talking about the charger, not just EVSE. They might have to look at something designed for a 800v car. The majority of what’s out there in the retrofit market is designed for under 750 or under. But even lucid, who has one of the best, has a max Level2 acceptance rate of 19KW.
Since they are talking about DC voltages, but also saying “level2” but WAY higher than typical L2 power levels I don’t know what to think.. those are normally orthogonal terms
@@willburk oh also, the way most 800v cars deal with older DC chargers that don’t support >500VDC is to have internal systems to step up the voltage. Lucid uses their wonder box, but it’s limited to 50KW. E-GMP cars use the rear motor in conjunction with their inverter to step up the voltage, but that’s limited to 100KW. (vs a typical peak 240KW charging rate on a proper fully NEVI compliant charger). Without their motor the E-GMP approach wouldn’t be usable here, and the lucid technology doesn’t improve on the 60KW they already have. I think the same is true for Porsche, so no help to be had trying to borrow auto-EV tech.
I would think a range extender ICE add-on option (say in the floats pontoons) would really make this more viable.
@@johnpalmer5131 adding more weight? It already has range extenders, wings.
funny, when i saw the thumbnail, i thought this was a fully charged video. and then nikki appeared on the screen.
I'm having deja vu, 5 years ago they were also in the prototype phase and it's still not available?
I have the same feeling. My guess would be funding.
Why cant the batteries go in the skies or af lease some of then
Centre of gravity, aerodynamics, perhaps?
@@fonkenful just curious.
@@AdrianMcDaid To be clear, that was just supposition on my part.
OK. Maybe I'm messed up, and I'm glad they are making progress, but I could swear they should be MUCH farther along than this. Perhaps they are just really underfunded in this aspect, but I thought they were flying this prototype a couple two or three years ago. Maybe more??? Only have minimal charging infrastructure? I mean, not even a dock side plug-in at ONE of their destinations??? I forget which channel featured them, maybe FC, but Harbour Air seemed ALL IN on electrification at that time. I don't mean to be disparaging, I'm just puzzled.
Aircraft development is a long cycle.
Just because some channel overhyped the state of the prototype several years ago, doesn't mean it isn't exactly on-schedule.
I saw another video on the E Beaver and the Engineer said they lost some momentum due to Covid.
@@AlRoderick Yes and there are at least two additional complications. One is they can't take full advantage of new developments in battery technology. They need to pick a technology and take it thru the certification process which means the aircraft they certify may have a battery technology that is several generations behind the latest generation. Second they certifying a whole new power system which for example has no existing standards for "fuel" reserve etc. So I suspect in some cases they have to wait for the authorities to decide on new rules or perhaps propose to the authorities what the new rules should be and wait for them to accept them as opposed to just designing something based on existing rules and demonstrating that they meet the rules. This was discussed on another video about the E Beaver by another channel.
When powering a vehicle with an electric power plant, it is a "MOTOR" not an engine. Gas powered vehicles have "ENGINES" and electric powered have "MOTORS".
Are you feeling better?
Both are correct.
To be certified under FAR Part 33 as an Aircraft Engine the electric motor with inverters is defined as an engine.
Thank you! regulations are important! ❤️
Definitions 1&3 work. I don’t think regulators care about #2
engine /ĕn′jĭn/
noun
* A machine that converts energy into mechanical force or motion.
* Such a machine distinguished from an electric, spring-driven, or hydraulic motor by its use of a fuel.
* A mechanical appliance, instrument, or tool. "engines of war."
The American Heritage® Dictionary of the English Language, 5th Edition
🙂
I thought the babe in the Yellow shirt was actually Nikki and I thought she had lost a load of weight . Yep she was nice 😉
🏴😋
An exceptional presentation.
Other than avoiding weather, the reason jets need to fly high is they require the colder air aloft (-30 to -40º) to increase their efficiency. Jet engines operating in warm air near the surface are very inefficient, as they need to consume so much more low density air to get the oxygen they require. Since electric motors are not dependent on oxygen, they produce the same power regardless of altitude.
To help getting more environmentally friendly the hydraulic systems would benefit by using electric actuators instead.