Heart Aerospace plans to reveal a technology demonstrator for its ES-30 hybrid-electric regional airliner in the fall. The Sweden-based company has changed the architecture for the 30-seater’s propulsion system to an independent hybrid configuration it said will allow more missions to be flown in all-electric mode.
Instead of the earlier series hybrid configuration, the aircraft will now use a pair of as-yet-unspecified turboprop engines installed on the outboard section of the wing and two electric motors inboard. The company confirmed the decision to drop the series hybrid configuration with a turbogenerator in May, leading to other design changes including moving the battery bay from the lower fuselage and removing winglets and strut-braced wings.
Despite the extensive engineering work required by the program’s latest changes, Heart president and chief commercial officer Simon Newitt told AIN it is still aiming to achieve initial EASA type certification in 2028. The company set the timeline in 2022, when Heart dropped earlier plans for the all-electric ES-19 model, in response to feedback from prospective airline customers who said they needed greater range and payload promised with the 19-seater.
In May, Heart opened a research and development facility in California, where its team plays a key role in completing the design of the ES-30 and determining a plan for ground and flight testing. The company has reached an advanced stage in testing hardware for the demonstrator, which also serves as part of a research project in Sweden backed by airport operator Swedavia and the airline group SAS.
At the same time, Heart appointed Benjamin Stabler as its new chief technology officer. He previously led hardware and software teams for SpaceX's Crew Dragon program and was co-founder of Parallel Systems, which developed battery-electric freight trains.
Independent Hybrid Format Gives More Mission Flexibility
According to Newitt, the hybrid propulsion configuration will give airlines the option of flying all-electric missions without using the turboprops at all. “The turboprop [propellers] could be feathered so that they can take off using just the inboard motors and fly up to 200 kilometers [109 mm] from entry into service,” he explained. “The outboard engines will be sized to be turned on to allow for range extension [of up to 800 kilometers] and operators can have everything working at the same time for some improved takeoff performance.”
Newitt, who formerly worked with Embraer, said Heart is now “deep in the detail” in determining which partners it might select for key systems such as the motors and turboprops. He said the company aims for “disruptive” ways it works with partners to avoid the sort of budget overruns and program delays that have made it hard for the aerospace industry to bring new products to market and avoid frustrating investors who want to see progress.
Heart has reported around 250 firm orders or purchase agreements for the ES-30, along with purchase rights, options, and letters of intent covering another 200 aircraft. On July 3, the company held its latest advisory board meeting attended by representatives from United Airlines and its regional affiliate Mesa, as well as SAS and Braathens, Air New Zealand, Republic, Icelandair, and KLM.
As part of efforts to develop a supportive network of wider stakeholders, in late June Heart launched a collaboration with the Swedish island Gotland. Counting about 61,000 permanent residents, the regional government wants to encourage net zero carbon flights to connect the Baltic Sea community with the mainland and other European destinations.
Earlier this year, Heart closed a Series B funding round that raised $107 million. Newitt said the company intends to seek the further backing it needs from a mix of equity issues, debt instruments, strategic investments, and public support. The company also wants to see stronger political commitments from governments to encourage aviation to invest in new green aircraft.
“This is fundamental; we hear a lot of talk but we need action, and we need to see the companies [trying to introduce new propulsion technology] having a level [competitive] playing field,” Newitt concluded. “This isn’t just a play around sustainable aviation fuel, which is more for longer-haul flights with larger aircraft. If we don’t invest now, we’re not going to hit the [net zero carbon] targets. Governments need to be more informed so they are not in denial over the need for support that could be a mix of carrots and sticks.”