Business Jet Interiors International - September 2021
Exosonic
Izzy Kington 2021-09-17 01:15:16
Swift success
A startup aiming to cut flight times in half has attracted US Air Force interest in how its supersonic airliner design could be modified for executive transport
Concorde may have been retired in 2003, but the dream of supersonic flight is still very much alive, not least to Exosonic. The USA-based startup entered the supersonic race in 2019, aiming to cut flight times in half.
It’s a mission that has attracted a team with more than 100 years of supersonic experience between them, from programmes including the YF-17, YF-22, YF-23 Black Widow II, F-35, X-59, F-20 Tigershark and B-1B. They propose a 70-passenger supersonic airliner that would have a range of 5,000 nautical miles and fly at Mach 1.8. Norris Tie, co-founder and CEO, says that the USP will be muted boom technology, which would enable the aircraft to fly at supersonic speeds everywhere, including over land, without falling foul of expected noise regulations.
The ability to transport leaders and diplomats rapidly, with this kind of flexibility, is obviously an attractive prospect for the US Air Force, which has tapped the company to modify the supersonic airliner design for executive transport. The Presidential and Executive Airlift Directorate (PE) contract is sponsored by the Air Force Research Lab. “They’ve given us a lot of support, and the financial ability to grow our teams,” says Tie.
The first part of the contract was to investigate how an executive transport aircraft would look and what amenities it would offer to enable passengers to continue their missions in flight. The second aspect, which Exosonic is working on now, concerns engineering a conceptual design, including subsystems, that can realistically be developed.
Non-constant cross-section
Tie says that the aircraft shape is a vital part of softening the sonic boom. Thus, the cross-section is non-constant – in some places wider, and in some, taller.
Stephanie Werner is Exosonic’s principal aircraft interior designer, as well as being a business development analyst. Her background is in VVIP and head-of-state aircraft interior design – including more than three years at GDC Technics.
“We’re trying to maximise comfort, and that means trying to keep things as consistent as possible, as far as how the passenger feels moving from space to space, so it doesn’t feel like there’s too much compression and expansion,” she explains.
Cabin dimensions are not yet public, but the cabin has three main compartments. There is a galley, a lavatory and storage at either end of the aircraft. At the aft there is also a divan with a pull-around curtain that can be used as a crew rest. There is also a two-seat communications station.
Video teleconferencing
The first of the three main zones is the video teleconferencing (VTC) room, akin to a media room on a business jet, but instead of a divan there are three individual VIP seats. “This was a special request from the Air Force,” says Werner. “Because this is for supersonic flight, it was anticipated that most passengers will not need to rest.”
Overall she says flexibility was key. “We got to understand their needs for different missions, and it varies quite a bit from visitor to visitor,” says Werner. “The aircraft is meant to be relaxing and also a workplace; overall, it’s meant to be versatile.”
The VTC also features a private lavatory. All the seats in the VTC and the central cabin can lie fully flat, although in the latter only six of the eight can at the same time. The seats in both areas can rotate 180°. In the VTC this means they can face forward for TT&L, and towards the screen for video teleconferencing. The technology could be used for applications including press addresses. The screen will roll and stow away when not in use. “I appreciate that we can include things that are not currently certified, because we’re not entering into service until the early to mid-2030s,” says Werner.
Central suite
Next is the central suite, which makes a highlight of its high ceiling, through upwash lighting and its headliner design. Seating is arranged as four club-twos around flexible hi-lo tables with leaves that fold away for TT&L. There are four monitors, one on each bulkhead. There’s also an extra set of pull-out tables in the centre, enabling the occupants of the four centre seats to work together by turning their seats to face each other.
The aft compartment seats 20 in a 2-2 configuration that Werner describes as being close to business class in terms of pitch and the aisle width, which is 18in (45.7cm). Each seat has a pull-out table, and there are overhead storage bins and some bulkhead displays.
The initial design included seatback screens, but the Air Force didn’t require them. “There’s a trend for folks to bring their own devices on board, so we will have requirements for fast internet and connectivity, charging space and holders,” says Werner.
All the seats on board have a secure phone line, except in the aft apartment, where there are four between the 20 seats. Every seat can be fitted with a pull-out tray table or an in-arm monitor. The aft seats also feature oak-look veneer, hydrodipped due to the curvature required.
Overall, with this being a US Air Force design, Exosonic wanted to highlight US manufacturers producing top-quality materials. They include Scott Group Studio for the wool and silk carpet; Ultraleather and Ultrasuede from Tapis; and leather from Townsend Leather. Quartz veneer is used for countertops and flooring in the galley areas.
Sustainability is a key factor. “We’re looking at materials that are procured and produced sustainably, and also understanding their end-of-life cycle,” says Werner.
Tie also notes sustainable aviation fuel is an obvious choice, and says the company will approach sustainability holistically. “We want to make sure that greenhouse gas emissions are reduced as much as possible, hopefully to the point of being carbon-neutral, or it’s even possible, carbon-negative.”
Sustainable growth
In terms of what comes next, Tie reveals Exosonic plans to expand into some other lines of business, as a sort of bridging move. “We’re getting some customer traction for some smaller supersonic products, and we really want to use those products to help de-risk the technological aspect of developing supersonic, quiet aircraft while also building a revenue base,” he reveals. “This will allow us to grow our business and be financially sustainable over time, and reinvest those profits into our supersonic airliner design. We have some plans to get something in flight in the next few years.”
Big plans, but the company has already made a lot of progress in its first few years. “We’re able to work more leanly,” Tie explains. “If you go into a larger organisation, they can spend two weeks setting up a meeting. We can decide in one day that we want to make a strategic shift. In that week we can start looking for customers, and in the next start having customer conversations and even establishing partnerships.”
A swift approach then, to fulfilling the dream of making flight swifter.
Peregrine falcon motif
The bulkheads in the video teleconferencing area are a great example of a running aesthetic inspiration in Exosonic’s design – the peregrine falcon, the fastest bird on record.
“We took inspiration from its movement, the bars of its wings and the natural colours,” says Stephanie Werner.
On the bulkheads, laser-cutting is used to create the feature motif. Additionally, the carpet is designed to represent the movement of a bird in flight, implemented in natural browns, blues and greens, and serving as a complement to the upholstery’s vibrant blue, which is specific to the US Air Force.
Window work
The team is considering various approaches for the cabin windows. “There are challenges to having larger windows when flying supersonic at this altitude,” says Stephanie Werner. “That can impact the airframe and its capabilities. We are considering our options. For this configuration we have typical windows just a little bit smaller in size than what you see in a Boeing or Airbus jet. Our goal is for passengers to feel as comfortable as possible, whether we use a natural window, or projection. We’re still working to understand how the latter would impact things like heating and other parts of the aircraft.”
The mission
Still under 30, Norris Tie’s fascination for all things aviation was taking flight, just as Concorde was winding down. “I’ve been developing this passion for aerospace and aviation, reading about aircraft, watching space shuttle launches, trying my hand at model rocketry growing up,” he says.“As I got older, it kind of clicked. There’s this compelling problem that needs to be solved, which is how we get around the world faster. I grew up in the Bay Area, Silicon Valley, California, and I have relatives in Asia, so I’ve flown a lot across the Pacific Ocean. It’s painful; no-one wants to be on an aircraft for 12 hours. Why can’t we decrease these flight times? I don’t believe we’re going to continue flying subsonic speeds forever. If I can dedicate my career to figuring out a solution, that seems like a perfect fit. That’s something I thought about in high school, and 10-plus years later, here we are.”
- While the airliner version would have room for 70 passengers, the executive transport accommodates 31
- Exosonic plans to serve the VVIP market in addition to airlines and governmental customers
- The first two cabin zones have full doors designed to provide privacy for secure conversations
3D visualisations: Prime Studios
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Exosonic
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