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Bjorn Fehrm

What Bjorn Fehrm thinks about energy

@bjorn-fehrm · 8 positions · On ppll ↗

Aeronautical engineer, former fighter pilot and airline executive, now an analyst at Leeham Company writing the weekly Bjorn's Corner on aircraft economics and design. He works from an aircraft performance model and has spent years checking the arithmetic of electric, hybrid and hydrogen aviation projects against it.

Bjorn Fehrm did not write this page.

We collected these quotes from things they published elsewhere, and every quote links to where it was said. They have no account here and have not endorsed this site. Quotes are word for word; the short line under each one is our own restatement, not their wording. Their own site. Is this you? Claim it or ask us to remove it. Or tell us what is wrong here.

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3 dated positions, 2021 to 2022, in their own words. Our reading of what Bjorn Fehrm has said — not written or endorsed by them.

3 positions so far — this page is not yet offered to search engines.

  1. Our readingThe multicopter air taxi is energy-intensive by construction, which holds its range to about twenty miles however good the batteries get.

    batteries

    Their wordsThe drone-like architecture of the multicopters is simple, but as the rotors are responsible for keeping the unit at a constant altitude with hover power, they represent an energy-intensive version of VTOLs. Their range is, therefore, short, typically less than 20 miles.

    ↗Bjorn’s Corner: Sustainable Air Transport. Part 27. Multicopters.leehamnews.com 2nd of 2 in this piece

  2. 5 months earlier

  3. Our readingElectrification transfers badly from cars to aircraft, because a car engine is under 10% efficient while a modern aero engine is already 30 to 40%.

    Their wordsthe electric technology used for cars only has to beat energy hogs that are below 10% in efficiency, our everyday car. But to qualify for aircraft use, the technology has to equal or beat what is used today, which is at the 30% to 40% efficiency level using modern turboprop or turbofan engines.

    ↗Bjorn’s Corner: Sustainable Air Transport. Part 4. Reality checks.leehamnews.com 1st of 3 in this piece

  4. 10 months earlier

  5. Our readingA hybrid-electric airliner ends up heavier and more complex than the aircraft it replaces and delivers no fuel saving at all.

    Their wordsNow you have a carbon fuel burning aircraft that is more complex and heavier than the plane that it replaces, and if you do your sums carefully, you find that there are no fuel efficiency gains and, therefore, no environmental gains.

    ↗Bjorn’s Corner: The challenges of hydrogen. Part 31. Wrap-up: Where we standleehamnews.com 2nd of 3 in this piece