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SpaceX’s first Falcon Heavy launch in two years is finally coming together
For the first time in more than two years, SpaceX’s next Falcon Heavy launch and dual-booster landing appears to be right around the corner – and it comes with a catch.
In February 2018, after years of anticipation, SpaceX successfully launched its triple-booster Falcon Heavy rocket for the first time in a spectacular show of force. Though the ‘center core’ booster got a little melty on its extremely high-speed reentry and was lost before it could attempt to land, the rocket’s twin side boosters performed an iconic near-simultaneous landing just a handful of miles away from where they lifted off.
Then Falcon Heavy took a good, long break. Ultimately, it would turn out that the debut vehicle was effectively a one-off and over the course of 14 months, SpaceX fairly quickly designed, built, and qualified an entirely new Falcon Heavy rocket based on Falcon 9’s new and improved Block 5 variant. In April 2019, after a few minor delays, that Falcon Heavy Block 5 rocket completed its own launch debut and first mission for a paying customer. This time around, all three boosters – two by land and one by sea – survived reentry and performed flawless landings on a drone ship and two Landing Zones.
A mere two months later, both of Falcon Heavy Block 5’s first two recovered side boosters flew again in support of the US Air Force’s STP-2 mission – a combined demonstration flight and rideshare mostly designed to push the rocket to its limits and help the military qualify it for high-value payloads. Once more, those side boosters successfully returned for a simultaneous landing at SpaceX’s Landing Zones but the mission’s Block 5 center core’s reentry was – as SpaceX itself partially expected – too hot, burning essential components and resulting in a hard ‘landing’ in the Atlantic Ocean. Otherwise, the mission was a spectacular success and gave the US military practically all the data it needed to qualify the world’s largest operational rocket to launch its payloads.
Shockingly, however, that June 2019 launch would end up being Falcon Heavy’s third and latest. In the almost 26 months since, the rocket hasn’t flown once. Originally scheduled to launch a fourth time as early as Q4 2020, the COVID-19 pandemic ultimately delayed the rocket’s next two launches (or gave the satellite manufacturer(s) perfect scapegoats for technical delays) into 2021.
Known as USSF-44 and USSF-52 (formerly AFSPC-44/52), both missions are scheduled to launch ethereal US military spy and/or communications satellites. USSF-44 is arguably the most important, as it will mark SpaceX’s first direct launch to geostationary orbit (GEO) for any customer – let alone one as exacting as the US military. USSF-52 is a much simpler and more traditional launch to an elliptical geostationary transfer orbit (GTO).
About a year ago, for unknown reasons, the two missions swapped positions, with USSF-44 taking the lead. Expected to launch in June 2021 as of early this year, SpaceflightNow first reported that USSF-44 had slipped further still to October – and USSF-52 into 2022 – this May. Since then, that’s where the mission’s schedule has tentatively lain.
Finally, on August 12th, SpaceX filed an FCC application for rocket communication permissions. While otherwise ordinary, this particular request stated that it was for Falcon Heavy recovery operations and, more specifically, for the simultaneous recovery of two Falcon Heavy boosters at sea. Out of an abundance of caution and conservatism and combined with the generally challenging nature of direct-to-GEO launches, Falcon Heavy’s first such mission for the US military will require SpaceX to expend the rocket’s center booster and recover both side boosters at sea with two separate drone ships.
Falcon Heavy’s USSF-52 GTO launch isn’t as demanding and its mission profile is expected to allow SpaceX to recover all three boosters. As such, an FCC filing for a dual-drone-ship Falcon Heavy side booster recoveries practically guarantees that it’s for USSF-44. Per the application, SpaceX expects the mission to occur no earlier than September 25th. Almost simultaneously, launch photographer Ben Cooper also updated a long-running list of upcoming East Coast launches, confirming that Falcon Heavy’s fourth launch (USSF-44) remains on track for October 2021.
Ultimately, while delays are possible and likely probable, there now appears to be a strong chance that Falcon Heavy will launch for the first time in 28 months before the end of 2021.
Tesla is continuing to push the boundaries of vehicle dynamics, as its latest published patent, US12654505B2, or “Suspension Actuator System for a Vehicle,’ which has finally been pushed through.
The design, which is credited to inventors Brian Lee Doorlag, Avraham Kagan, and Justin Sill, introduces a sophisticated hybrid suspension design that blends active motor-driven control with strategic passive elements to deliver superior ride quality, energy efficiency, and resilience against road imperfections, especially potholes.
Suspension Actuator System for a Vehicle@Tesla‘s US20240383297A1 patent introduces an innovative suspension actuator system that transforms vehicle suspension control through an intelligent combination of active and passive control elements.
By implementing both series and… https://t.co/vRvlOu3Dql pic.twitter.com/2WriXgpOvr
— SETI Park (@seti_park) November 27, 2024
At the heart of the system is an active control element powered by an electric motor. This motor drives a belt connected to a ball nut assembly and threaded screw, which adjusts the effective length of the suspension strut in real time.
By extending or retracting, the actuator can lift or lower the wheel more accurately, which can end up countering road disturbances. Sensors, including accelerometers and wheel position monitors, feed data to a suspension control system that processes inputs and commands the motor instantly.
This active component doesn’t work alone. A low-rate air spring mounts in parallel with the actuator. Its primary role is to offset much of the vehicle’s static weight, dramatically reducing the power demand on the motor.
Without this, the active system would constantly fight gravity, draining energy and generating heat. The air spring handles steady-state loads efficiently, allowing the motor to focus on dynamic adjustments.
Complementing this is a series of passive control elements—a spring and an adaptive damper—placed between the actuator and the wheel. This setup filters high-frequency vibrations before they reach the active motor, preventing it from overworking on minor inputs. The adaptive damper, potentially magnetorheological or valve-controlled, further tunes damping electronically for optimal comfort and stability.
How It Differs from Traditional Suspensions
Traditional passive suspensions compromise between comfort and handling, while pure active systems can be power-hungry and complex. Tesla’s hybrid approach resolves this by delegating tasks: the parallel air spring manages weight and low-frequency body motions, the series elements absorb rapid vibrations, and the active actuator tackles larger, lower-frequency events.
The result is a smoother, more isolated cabin experience. High-frequency road noise and harshness diminish, while the vehicle maintains precise control during cornering or acceleration. Energy efficiency improves, too—lower motor loads mean reduced battery drain, potentially extending range in electric vehicles.
How It Mitigates Potholes Specifically
Potholes are a major challenge because they provide a sudden drop to the wheel plunge, jarring the body of the vehicle, risking damage. The patent explicitly addresses this. Upon detecting a pothole (via sensors or predictive mapping), the control system activates
the motor to retract the strut, effectively pulling the wheel upward to minimize downward excursion. The series spring/damper cushions the impact, while the parallel air spring maintains overall support.
This proactive “wheel retraction” prevents sharp jolts, preserving passenger comfort and protecting components. Integrated with Tesla’s road roughness mapping patents, the system could anticipate potholes from fleet data, enabling preemptive adjustments for even smoother navigation.
Future Implications for Tesla Vehicles
This technology builds on Tesla’s existing adaptive dampers and air suspension that is seen in Cybertruck, but advances toward fully active control. It could roll out to future models, including refreshed Cybertrucks or next-gen vehicles, enhancing both daily drivability and off-road capability. By minimizing power use and complexity, it aligns with Tesla’s goals of efficiency and scalability.
In summary, US12654505B2 exemplifies Tesla’s engineering philosophy: intelligent integration over brute force. This hybrid suspension promises quieter, more comfortable rides and robust pothole defense, potentially setting a new standard for automotive comfort. As Tesla iterates, drivers can look forward to roads feeling far less rough.
The Tesla Cybercab got a huge nod of support from a Texas Department of Transportation official, who said the all-electric ride-hailing vehicle is “a tangible example of how quickly our transportation system is evolving.”
The Cybercab was present at the Texas Department of Transportation’s Texas Innovation Invitational, an event held each year that allows innovative companies to showcase advancements in transportation.
Tesla Cybercab specs revealed: range, curb weight, range ratings, and more
Marc Williams, the Texas Department of Transportation’s Executive Director, sat in a Cybercab and shared his thoughts in an extensive post on LinkedIn.
Williams’s comments show how Tesla, with its Cybercab, is leading the charge of passenger travel and how it’s changing so rapidly. He notes the absence of traditional driving controls as a telltale sign that the Cybercab is a catalyst for major automotive change, taking controls from drivers and turning them into full-time passengers.
“Observing this vehicle firsthand–from its design and butterfly doors to the cargo trunk configuration–provides a tangible example of how quickly our transportation system is evolving. Sitting inside the cabin, the complete absence of traditional driver controls underscores a significant shift in mobility and vehicle design. No steering wheel, no accelerator, no brake. Only a single touchscreen monitor.”
Tesla has had a great relationship with the State of Texas, especially with its Robotaxi ambitions. Currently, Texas has Tesla Robotaxi operating in multiple cities: Dallas, Austin, San Antonio, and Houston. The company’s main manufacturing plant is also located just outside Austin, and Tesla moved its headquarters to the state several years ago.
Texas DOT Executive Director Marc Williams experienced the production version of @Tesla CyberCab firsthand earlier today at the 2026 Texas Innovation Invitational #CyberCab #FSD @SawyerMerritt @TeslaNewswire pic.twitter.com/izoGOWaGz6
— Ash_Alpha (@durai_ashwin08) June 17, 2026
The Cybercab is a purpose-built, fully autonomous, two-passenger Robotaxi vehicle designed specifically for ride-hailing services. Tesla has said for years it would be built without a steering wheel or pedals present, although there is still quite a bit of debate among the community regarding that potential.
Earlier this week, we received official word that the EPA had provided the Cybercab with a Certificate of Conformity, giving Tesla permission to enter the vehicle into the chain of public commerce. It is officially ready for roads.
The big question for Tesla remains: Can it solve self-driving before the steering-wheel-less Cybercab officially enters production?
Elon Musk
The Boring Company just doubled its tunneling power in Nashville
The Boring Company’s Prufrock MB2 is commissioned and ready to mine beneath Nashville’s streets.
The Boring Company’s second tunnel boring machine, Prufrock MB2, is officially ready to dig in Nashville. The company confirmed the news on X, posting: “Prufrock-MB2 is ready to mine in Nashville! MB2 commissioning is complete, including the brief 11 rpm rotation shown here. Will MB2 catch up to MB1, who had quite the head start? And Prufrock-MB3 ships in August!”
MB2 arrives with meaningful improvements over its predecessor. Lessons learned from the launch and operation of MB1 have already been applied to MB2 to improve efficiency and prepare the machine for launch.
Traditional tunnel boring machines operate in a stop-and-go cycle, digging roughly five feet, halt, erect precast concrete segments to line the tunnel wall, then resume. That repeated interruption is one of the main reasons conventional tunneling is slow and expensive. Prufrock is designed to install the tunnel liner simultaneously with mining, eliminating the need to stop every five feet. The machine also skips the need for excavated launch pits. Prufrock arrives on a truck, tilts down, and launches into the ground within 24 hours. And when the tunnel is complete, it emerges from the ground and drives to its next launch site on a trailer, eliminating the need for expensive cranes or pit excavation. The machine is also fully electric and runs with zero people in the tunnel during normal operations, controlled remotely from a surface operations center.
Prufrock-MB2 is ready to mine in Nashville! MB2 commissioning is complete, including the brief 11 rpm rotation shown here.
Will MB2 catch up to MB1, who had quite the head start?
And Prufrock-MB3 ships in August! pic.twitter.com/TTrMql2aRg
— The Boring Company (@boringcompany) June 17, 2026
It won’t be long before we hear of another major update on The Boring Company’s Music City Loop project – a planned underground transit network beneath Nashville that would move passengers in electric vehicles through a series of tunnels at highway speeds, and bypassing surface traffic entirely. Nashville was selected in part because of its strong rock conditions that suits the Prufrock machines well, and relatively less regulatory hurdles.
Progress has been steady on multiple fronts. All 37 permits and approvals required ahead of tunneling have been obtained, out of 45 total. Key wins include a fully executed TDOT tunnel permit authorizing 25 miles of tunnel, unanimous airport authority approval for a Nashville International Airport station, and the city’s first residential station agreement serving downtown tower residents.
With MB1 already tunneling, MB2 now commissioned, and MB3 shipping in August, Nashville is becoming something of a live proving ground for scaled tunnel boring. The broader ambition is not limited to one city. The Boring Company’s stated goal is to make underground transportation a practical alternative to surface roads across major metro areas. Nashville is one of many cities, including a successful Las Vegas tunnel system, where that idea is being put to the test at real speed.
Tesla patent aims to improve common on-road complaint
Tesla Cybercab gets huge nod of support from Texas DOT official
