Aircraft

Full-scale demonstrator paves the way for hybrid-electric airliner

Full-scale demonstrator paves the way for hybrid-electric airliner
The Heart Experimental 1 – aka the Heart X1 – will be used in the development of the ES-30 hybrid-electric airliner
The Heart Experimental 1 – aka the Heart X1 – will be used in the development of the ES-30 hybrid-electric airliner
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A rendering of the ES-30 regional airliner
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A rendering of the ES-30 regional airliner
Sporting a 32-meter (105-ft) wingspan, the fully-functional new demonstrator aircraft is the same size as plans call for the ES-30 to be
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Sporting a 32-meter (105-ft) wingspan, the fully-functional new demonstrator aircraft is the same size as plans call for the ES-30 to be
The Heart X1 even includes seating for 30 passengers
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The Heart X1 even includes seating for 30 passengers
Plans initially call for ground tests such as battery-charging
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Plans initially call for ground tests such as battery-charging
The Heart Experimental 1 – aka the Heart X1 – will be used in the development of the ES-30 hybrid-electric airliner
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The Heart Experimental 1 – aka the Heart X1 – will be used in the development of the ES-30 hybrid-electric airliner
The Heart X1's cockpit
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The Heart X1's cockpit
As will be the case with the ES-30, the Heart X1 demonstrator's batteries are in the rear of the aircraft
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As will be the case with the ES-30, the Heart X1 demonstrator's batteries are in the rear of the aircraft
View gallery - 7 images

It was just this July that we heard about the ES-30, a hybrid-electric airliner being developed by Swedish firm Heart Aerospace. Well, the company has now unveiled a full-scale demonstrator version of the plane, which should fly next year.

To recap our previous coverage, plans call for the 30-passenger ES-30 to utilize what's being referred to as a "reserve-hybrid" configuration.

What this means is that for flights of up to 200 km (124 miles), the aircraft will just use two electric motors located relatively close in to the fuselage on each wing. For going farther – up to 400 km (249 miles) – two small turboprop engines located farther out on the wings will kick in to extend the aircraft's range.

One charge of the aircraft's BAE-Systems-designed batteries should take only 30 minutes.

A rendering of the ES-30 regional airliner
A rendering of the ES-30 regional airliner

Like other electric airliners, the ES-30 should produce fewer carbon emissions than its conventional counterparts, while also being quieter, cheaper to operate, and easier to maintain. Additionally, because its electric motors quickly deliver maximum torque, it will be able to take off from runways as short as 1,100 m (3,609 ft) – with its turboprops helping.

As will be the case with the ES-30, the Heart X1 demonstrator's batteries are in the rear of the aircraft
As will be the case with the ES-30, the Heart X1 demonstrator's batteries are in the rear of the aircraft

Sporting a 32-meter (105-ft) wingspan, the fully-functional new demonstrator aircraft is the planned size of the ES-30.

It's called the Heart Experimental 1 (Heart X1), and will initially be utilized in ground-based testing of operations such as charging, taxiing and tarmac turnarounds. Following hardware tests to be conducted over the next several months, it should reportedly be making its first fully electric flight in the second quarter of 2025.

Plans initially call for ground tests such as battery-charging
Plans initially call for ground tests such as battery-charging

Heart Aerospace plans to subsequently build a pre-production prototype of the ES-30, called the Heart X2. Incorporating knowledge gained from development and testing of the X1, it is scheduled to make its first hybrid-electric flight in 2026.

If everything goes according to plan, the ES-30 should enter commercial use in 2028.

Source: Heart Aerospace

View gallery - 7 images
9 comments
9 comments
MCG
We are flying in the right direction.
WONKY KLERKY
I'm confused (SNAFU).

ref Snaps above of charger unit connected to aircraft:
Why, if the batteries are to rear of the aeroplane, is the charge cable plugged in at the front?
That said, I venture for an answer : 'Free' hold heating ?!?!?!

(The other cable shown can only be a feed cable to the ground charger unit or the 'leccy is coming from nowhere*)

*Do I hear 'See Mr Tesla' from the 1/9d's ?!?!?!
martinwinlow
Completely baffled... Just keep it fully electric with all the advantages of an electric drivetrain (minimal servicing and thus 'down-time', very cheap 'fuel' and much less complex systems) and accept the smaller market - bering in mind that a fully electric version would cater for 5% of the global aviation transport market immediately.
Adrian Akau
Good article, good plane.
Uncle Anonymous
I was expecting something totally different when I read the title of the article. After reading this, I'll be a surprise if this actually sells because there are other options out there that are more efficient and simpler. For example, instead of having two small turboprop engines located farther out on the wings, have all the engines be electric and the power coming from a liquid piston generator* running on hydrogen when the infrastructure is available? Until then, these liquid piston generators can run on natural gas, propane, gasoline, diesel, and jet fuel. All that has to be changed to do this is some simple adjustments.

* https://newatlas.com/military/liquidpiston-rotary-x-engine-army-generator/
veryken
So what's the essential difference between a "demonstrator" and a "prototype for testing"?
Jamurray
To dispatch under US FAR 121, an aircraft requires enough fuel on board to fly to it's planned destination, then on to the alternate and still have 45 minutes fuel remaining after landing. So what is the true operational range of this aircraft?
Jamurray
Not certain that I'm understanding this article correctly. So, is it the intention of this design to take off with only two of four engines? And whenever flying further than 124 miles, start up the other two engines mid-flight and land with only these other two, after the batteries for the first set of engines are expended? I believe most existing turboprops flying under US Part 121 operations have a range of over 700 miles.
Eggster
@Uncle Anonymous Thank you! Carrying two extra, unneeded engines with all that extra drag ... it just makes no sense. A full hybrid system, as you suggest, is clearly the way to go.