Swedish hybrid-electric airplane maker Heart Aerospace has unveiled its first full-scale demonstrator, the Heart Experimental 1 (Heart X1), which will serve as a platform for the testing and development of the company’s regional 30-passenger ES-30 aircraft. Initially, the 32-metre wingspan X1 will be used for ground-based testing, focusing on charging operations, taxiing and turnaround procedures, with a fully electric first flight planned in Q2 2025. A pre-production X2 prototype is the next step to further mature the design and production methods, with a hybrid-electric flight scheduled for 2026. Heart has also announced other ES-30 developments that include completion of ground support tests with Braathens Regional Airlines, SAS and Swedavia, plus the addition of Malaysia-based AirAsia to its Industry Advisory Board. Meanwhile, UK-based Gen Phoenix has partnered with DOY Design to supply lightweight leather for the X1 passenger seats.

The X1 demonstrator was built almost entirely in-house at Heart’s Gothenburg facilities and reflects a strategy to develop both the design and production processes simultaneously, explained the company.

“We need to develop new methods to get net zero aerospace technologies to market faster,” said Anders Forslund, co-founder and CEO. “It is a testament to the ingenuity and dedication of our team that we’re able to roll out a 30-seat aircraft demonstrator with a brand-new propulsion system, largely in-house, in less than two years.”

In preparation for the first flight, Heart will test critical systems over the coming months by running hardware tests both on and off the airplane. The hybrid-electric X2 will demonstrate the company’s Independent Hybrid propulsion system. Heart is also to establish a pilot manufacturing plant to accelerate pototyping towards the manufacture of a fully conforming aircraft, with type certification of the ES-30 targeted by the end of the decade.

The electric zero-emission version will have a range of 200 kilometres, a hybrid-electric range of 400 kilometres and an extended range of up to 800 kilometres with 25 passengers. To date, Heart says it has 250 firm orders for the ES-30, with options and purchase rights for an additional 120 planes, and letters of intent for 191 more aircraft.

The ground support procedure tests carried out in collaboration with Braathens Regional Airlines, SAS and airport operator Swedavia, were conducted as part of the Swedish research project ELISE, which brings together technology companies with airlines and airports to foster the development of electric aviation infrastructure in the country.

The procedures tested at Säve Airport in Gothenburg included verification and testing of the charging procedure; evaluation of charging routines; onboarding and offboarding procedures for passengers and cargo; and ground support experience and maintenance routines.

The company has filed two EU design applications and one patent application for a new nacelle integration design that Heart says will significantly improve the flight characteristics of the ES-30, allowing it to operate on shorter runways. Manufactured in-house using automated composite technology, the design, in which the nacelle is centred on the wing, will be incorporated on the X2. By minimising the aerodynamic interference between the nacelle and the wing, it allows for a higher angle of attack and delaying stall. This improves lift generation during both cruise and landing phases, giving the ES-30 the ability to fly at lower speeds with greater aerodynamic efficiency.

“The operation of electric airplanes requires highly efficient aerodynamic designs and our research on propulsion integration centred on the wing has led to a concept that significantly outperforms conventional designs,” said Alain Cuenca, Senior Aerodynamics & Thermodynamics Engineer at Heart Aerospace.

Added Ben Stabler, Chief Technology Officer: “Developing innovative net zero aerospace technologies demands a revolution in product development and manufacturing, much like what we’ve witnessed in the automotive and space industries.”

Development of the X1 has been funded in part by grants provided by the Swedish innovation agency Vinnova. In August, Heart was selected for a $4.1 million grant by the FAA’s Fuelling Aviation’s Sustainable Transition (FAST) programme to develop the X2’s management system for the hybrid-electric propulsion.

New Industry Advisory Board member AirAsia aims to make air travel more accessible across the SE Asia region and to serve “underserved” communities, and has a long-term goal to cut its net CO2 emissions to 50% of 2005 levels by 2050.

“At AirAsia, we are committed to exploring new technologies that align with our focus on operational efficiency and sustainability,” said Capt Chester Voo, the group’s Deputy COO, Airline Operations. “While electric and hybrid-electric aircraft are still nascent in Asia, they represent a compelling future for sustainable air travel. We look forward to contributing our aviation experience and insights from this dynamic region to Heart Aerospace’s pioneering work.”

In collaboration with DOY Design, Gen Phoenix has supplied its recycled low-carbon leather product Essence to upholster the 30 passenger seats in X1. It offers an 83% lower carbon footprint than traditional leather “while maintaining the premium qualities of fine upholstery,” says Gen Phoenix. DOY Design’s Ultra-Slim seats used by Heart on the demonstrator have a thin structure and higher light levels.

“Our mission is to reduce our impact on the environment by adopting sustainable design practices and using materials like Essence, which offer both sustainability and quality,” said Gary Doy of DOY Design, whose seats recently received a Red Cabin Trinity Award for Best Sustainability Concept.

Top photo: The Heart Aerospace X1 demonstrator

Bottom photo: Interior of X1 with DOY Design seats upholstered with Gen Phoenix’s Essence leather

Christopher Surgenor

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UK regional airline Loganair is to partner with emerging Swedish aircraft maker Heart Aerospace to explore potential uses for hybrid-electric aircraft. Through their alliance, the two will establish use cases across the airline’s UK network focusing on Heart’s evolving ES-30, a 30-seat aircraft which the company expects to enter service by the early 2030s. The companies will engage with the Scottish and UK governments and airports to advocate the benefits of electric-powered flights, and the airline will join Heart’s industry advisory board, members of which include airlines, airports, aircraft lessors and governments. Meanwhile, in a new test programme in the US involving electric powertrain manufacturer magniX and NASA, two of the four engines on a De Havilland Dash 7 commuter plane will be replaced with electric motors to help evolve hybrid-electric propulsion for use on large turboprop aircraft.          

Glasgow-based Loganair serves a network of more than 30 destinations across the UK and additional points in Ireland, Norway and Denmark with a fleet of 44 aircraft, ranging from nine-seat Britten-Norman Islanders and 19-seat De Havilland Twin Otters to 49-passenger Embraer ERJ jets and 70-seat ATR 72-600 turboprops. The partnership with Heart introduces the ES-30 as a future option, with a fully electric zero emissions range of 200 kilometres, an extended hybrid flying range of 400 kilometres with up to 30 passengers, and capacity to fly up to 800 kilometres with 25 passengers, with all operating settings including typical airline reserves. 

“This is a very exciting and significant moment for Loganair and for the future of sustainable UK regional flying,” said the airline’s CEO, Luke Farajallah. “This exclusive collaboration with Heart Aerospace brings together two organisations who share a passion to see aviation emissions reduce in a realistic and meaningful way, and we definitely see the ES-30 as being a strong contender to emerge as one of the leaders in this space.

“We are very proud of our environmental work and achievements to date, and we see this as the next logical step along the path to a greener future for UK regional aviation.”

He said the airline’s newly appointed Director of Safety and Sustainability, Rebecca Borresen, who commences with the company on 1 October, would be heavily involved in the partnership with Heart.

Simon Newitt, President and CCO of Heart, welcomed the partnership with Loganair. “We’re thrilled to partner with them to bring cleaner air travel to the UK,” he said. “This collaboration is an important step in our mission to make air travel more sustainable and we look forward to bringing clean and convenient solutions to Loganair in support of its ambitious goal to achieve net zero emissions across its operations by 2040.”

In the US, electric propulsion developer magniX has revealed a De Havilland DHC-7 (Dash 7) demonstrator aircraft in special livery as part of NASA’s Electrified Powertrain Flight Demonstration programme (EPFD) to support the introduction of both battery electric and hybrid electric aircraft into commercial fleets by 2030.

The Everett, Washington-based magniX has been progressing the project since 2021 when it secured a $74.3 million contract from NASA and is leading the conversion of the four-engine Dash 7 from Canadian operator Air Tindi to a testbed for electric motors.

Initially, magniX will replace one of the Dash 7’s turbine engines with a magni650 electric propulsion unit, with a second to follow in the next stage of the programme. They will be powered by a large battery energy storage system.

In February magniX achieved the Preliminary Design Review, which established the design for the installation of electric powertrains on the Dash 7, and in April a magni650 electric engine completed the first phase of testing at NASA’s Electric Aircraft Testbed (NEAT) facility in Ohio. Baseline tests were then performed with the aircraft to generate performance data ahead of the installation of the magniX electric powertrains.

“As EPFD makes outstanding progress, magniX and NASA are proving the feasibility of electric propulsion for commercial flight,” said magniX CEO Reed Macdonald. On a typical regional flight in the US, extending about 200 miles (322 kilometres), the company estimated that a hybrid aircraft would achieve fuel savings of up to 40%.

Ben Loxton, magniX VP of the EPFD programme and Electric Storage Systems, said the project with NASA would also demonstrate that sustainable flight was achievable using existing aerospace technology. “The programme is accelerating its readiness for entry into service, prioritising safety and the highest standards of performance.”

Robert Pearce, Associate Administrator of NASA’s Aeronautics Research Mission Directorate, said EPFD would not only deliver more sustainable aviation, but also greater air transport access to more communities in the US. “Hybrid electric propulsion on a megawatt scale accelerates US progress toward its goal of net zero greenhouse gas emissions by 2050,” he said, “benefiting all who rely on air transportation every day.”

Image: Heart Aerospace’s ES-30 in Loganair livery

Tony Harrington

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US public charter airline JSX has announced plans to acquire up to 332 hybrid-electric aircraft from three emerging manufacturers, potentially increasing its current fleet eight-fold. The Texas-based operator, which sells individual seats on flights to private air terminals, has announced 132 firm orders and 200 options for aircraft ranging from nine to 30 seats, dramatically expanding its current complement of 48 Embraer E145 regional jets. Of the new aircraft, JSX has committed to take 32 US-made Electra short take-off and landing (eSTOL) aircraft, with options for 50 more of the nine-seaters, 50 firm orders and 100 options for 19-seat ERA aircraft from French airframer AURA AERO, and 50 firm orders plus 50 options for 30-seat ES-30 commuter planes from Sweden’s Heart Aerospace. Meanwhile, electric seaplane maker Elfly Group and Lofoten Green Islands, a public-private partnership, are to collaborate on introducing zero-emission regional flights in Norway’s remote Artic north-west.

Describing itself as a “hop-on public charter jet service for all”, JSX operates up to 120 daily flights with its 30-seat Embraers to 24 business and leisure destinations in eight US states, plus Mexico and The Bahamas.

“As network airlines order ever-larger aircraft it is inevitable that more and more small markets will be abandoned,” said JSX co-founder and CEO Alex Wilcox, a former senior executive of JetBlue, Virgin Atlantic Airways and former Indian carrier Kingfisher Airlines, and current Board member of LATAM Airlines.

“Electra, AURA AERO, and Heart Aerospace are visionary organisations that share in JSX’s commitment to serving smaller communities,” he said, “working together with us to weave sustainable regional air travel back into the fabric of American commerce and freedom of movement.”

The electric aircraft deals reflect a strategy by JSX to grow into a range of unserved or under-served secondary markets with a mix of zero-emission aircraft types offering different capabilities.

The largest is the four-engine ES-30 commuter airliner being developed by Heart Aerospace, with which JSX has signed a letter of intent to acquire up to 100 aircraft.

The ES-30s are designed to carry 30 passengers up to 200 kilometres using fully electric zero emission propulsion, and up to 400 kilometres using hybrid power, with potential to carry 25 passengers up to 800 kilometres when using typical airline fuel reserves.

“We’re really excited to be part of the JSX commitment toward sustainable regional air travel,” said Heart’s President and CCO, Simon Newitt. “The ES-30, with its competitive economics and green credentials, fits very well with JSX’s vision, and we see not only the opportunity to reconnect many regional routes lost over the years, but also open many more new ones.  We believe this transformation will be good for the consumer, good for the economy, as well as for the environment.”

Heart has secured a total of 250 firm orders, plus options and purchase rights for another 120 and, including the JSX agreement, holds letters of intent for another 191.

JSX has also signed a letter of intent with the French regional aircraft maker AURA AERO for up to 150 ERA aircraft, providing the flexibility to serve smaller markets or to offer more frequent service on existing routes with lower capacity planes.

The hybrid-electric ERA is an eight-motor aircraft, designed to carry up to 19 passengers or 1.9 tons of freight, has a flight range up to 1,600 kilometres, and can operate on short or unsealed runways.

The company says it has almost 500 orders for the aircraft, which it is aiming to introduce into commercial service before 2030.

“We are very proud to have been selected by JSX, one of the key operators in the US, to support the development of their regional network,” said Jeremy Caussade, President and Co-founder of AURA AERO. “ERA, our low-carbon aircraft, provides the performances required for JSX to bring air connectivity to more local communities.”

The smallest of the new aircraft types selected by JSX is the nine-seat Electra short take-off or landing (eSTOL) aircraft. JSX has signed a letter of intent to take up to 82 of the eight-motor aircraft from Virginia, USA-based Electra, with the first expected to join the airline in 2028.

The Electra eSTOL, for which 1,600 orders and options have been secured from 35 operators, is designed to take off or land on airstrips of less than 150 feet (46 metres) at speeds as low as 35 mph (56 kph), and to fly up to 500 nautical miles (926 kilometres), enabling services to be operated to and from small runways, airstrips or spaces inaccessible to larger fixed-wing aircraft.

It also enables low-capacity passenger or freight flights into regional communities, or low-volume, high-frequency services into small markets not served by other airlines.

“With the Electra eSTOL aircraft, JSX can dramatically lower the cost of its service and open new flight options at over 2,000 US airports, stimulating local economies and empowering regional mobility and connectivity for communities devoid of regular air service today,” said the airframer.

In Norway, electric seaplane developer Elfly Group has signed a letter of intent with Lofoten Green Islands, a private-public partnership for sustainable development, to progress the introduction of zero emission regional aviation in the Lofoten Archipelago in the country’s Arctic north-west, in line with the national target of emission-free domestic aviation by 2040.

The agreement was signed between Elfly, which is developing the all-electric ‘Noemi’ (no emissions) seaplane, and Lofoten Council, Destination Lofoten and regional energy provider Lofotkraft on behalf of six local municipalities.

The aircraft is inspired by a combination of the de Havilland Twin Otter and Grumman Mallard, its design funded by private investors and the Research Council of Norway. It will be powered by two battery-electric engines with a combined 1MW output and offer a flight range of up to 200 kilometres.

An experimental prototype of the aircraft is being prepared for test flights from 2026, in partnership with the Norwegian government and Enova SF.

Elfly is seeking certification of its test vehicle to CS23 Level 4, which would enable evolution of the prototype from a six or nine-seat business aircraft or a 13-seat tourist version up to a 19-seat seaplane, with additional plans for cargo or medevac versions.

The communities of the Lofoten region are remote, with access to and between the region’s islands often challenging and time-consuming, and some connections provided by regular helicopter services.

“Lofoten is a spectacular but demanding geographical area where ground transport takes a long time,” said Vidar Thom Benjaminsen, Mayor of the region’s Vågan Municipality and head of the Lofoten Regional Council.

“An electric aircraft capable of landing on water in a safe and good way, affordably priced, will be very good for Lofoten. We can travel from Svolvӕr to Reine in less than half an hour and make better connections with larger regional centres,” he said.

“Electric seaplanes with boat hulls and good stability can add exciting new travel opportunities within Lofoten,” added Hanna Sverdrup, Mayor of Moskenes “Our fishing villages can be connected by seaplane from port to port and they can help open new business opportunities for Reine, our most popular and iconic destination.”

Eric Lithun, CEO and founder of Elfly Group, said the new partnership demonstrated electric seaplanes could meet community needs in remote and challenging regions such as Lofoten. “We are proud to have the Lofoten Regional Council on board with us on this journey as we work to develop a product which suits their needs in the region, supporting travel and tourism, but also addressing the local transport needs for Lofoten inhabitants. Seaplanes will return.”

Image: AURA AERO’s ERA 19-seater hybrid-electric regional aircraft in JSX livery

Tony Harrington

Correspondent

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Air New Zealand has named Heart Aerospace, Embraer and Universal Hydrogen as new partners in its Mission Next Generation Aircraft accelerator research programme to help identify low-or-no emission technology to replace or upgrade its fleet of 23 Q300 turboprop aircraft. The companies will join Airbus and turboprop manufacturer ATR as long-term partners for the airline as it seeks not only a sustainably-powered regional aircraft from 2030 but also clean energy and infrastructure. Also joining the programme is the Robinson Research Institute of New Zealand’s Victoria University, a specialist in superconducting technologies, which will help Air New Zealand to evaluate and validate new propulsion technologies. More than 30 aircraft developers responded to a call by the airline in late 2021 for ideas and insights to guide the transition of its short-haul fleet to more sustainable aircraft, with an aim to fly its first commercial demonstrator flight by 2026.

“This isn’t about selecting a new aircraft,” said the airline’s Chief Sustainability Officer, Kiri Hannifin. “It’s about growing our collective understanding to advance a new era of travel.

“Through our partnerships with Airbus and ATR, we’ve been able to deepen our understanding of the impact green hydrogen and battery-hybrid aircraft may have on our network, operations and infrastructure, as well as the opportunities and challenges of flying low and zero-emissions aircraft in New Zealand. Adding Universal Hydrogen, Embraer and Heart Aerospace will broaden our knowledge of the technologies being developed for potential future aircraft.”

The latest partners are developing or considering a range of zero-emission alternatives to current fossil-fuelled regional aircraft. Heart Aerospace is targeting 2028 to introduce into service the ES-30, a battery-electric regional plane, while Embraer is assessing hybrid-electric, fully electric and hydrogen fuel cell concepts for introduction between 2030 and 2035. Universal Hydrogen is developing a dual programme, in which existing aircraft are modified to use capsules of hydrogen fuel, which are transported to airports and loaded directly onto the planes they will power, instead of using fixed refuelling infrastructure.    

The Heart Aerospace ES-30 is designed to deliver flexible range and capacity to meet various regional airline requirements while producing zero emissions. With a standard seating capacity of 30 passengers, Heart says the aircraft will have a fully-electric flight range of 200 kilometres or an extended range of 400 kilometres using a reserve hybrid engine powered by sustainable aviation fuel, and will even stretch to 800 kilometres with 25 passengers. As well as major customers including United Airlines, Mesa Air Group and Air Canada, New Zealand regional operator Sounds Air also plans to introduce the ES-30. “We firmly believe that the collaborative approach is the only way to ensure that we have a sustainable future for aviation,” said Heart’s CCO Simon Newitt.

Arjan Meijer, CEO of Embraer Commercial Aviation, welcomed his company’s selection by Air New Zealand as a long-term partner in the Mission Next Gen Aircraft programme and said the airline had also agreed to join Embraer’s Energia Advisory Group, a collective of airlines, aircraft lessors, manufacturers and other aviation stakeholders consulting on the development of a new sustainable aircraft model. As well as smaller regional fleets, the Energia project is examining future sustainable aircraft seating up to 50 passengers.

“As the global leader in regional aircraft, Embraer is ideally positioned to bring disruptive technologies to smaller aircraft first,” said Meijer. “Air New Zealand, operator of a large, complex and diverse regional network, is the perfect collaborator, and we’re proud to be part of this initiative. Smaller regional aircraft are going to be the first platforms on which new fuel and propulsion systems can be introduced effectively. Embraer looks forward to contributing to Air New Zealand’s initiative and adding their expertise and requirements to Embraer’s Energia project.”

Universal Hydrogen said its modular strategy sidestepped the need for new refuelling infrastructure at airports, enabled faster fuelling of aircraft and reduced transfer losses throughout the hydrogen delivery chain. “We are pleased that Air New Zealand, one of the largest turboprop fleet operators in the world, has endorsed our hydrogen retrofit solution and infrastructure-light modular fuel delivery system,” said Paul Eremenko, CEO and co-founder of Universal Hydrogen. “We look forward to a fruitful collaboration that will help launch a new golden age of aviation.”

Its selection as a partner in the Air New Zealand programme coincided with Universal’s approval by the US Federal Aviation Administration to operate the first flight of its hydrogen-powered testbed aircraft – a converted Q300, the same type that the airline wants to replace or re-power.  The FAA has granted Universal a special airworthiness certificate in the ‘Experimental’ category, clearing the way for the prototype, dubbed ‘Lightning McClean’, to commence test flights at Grant County International Airport in Moses Lakes, Washington.  

The prototype aircraft has just completed its first taxi tests to assess ground handling qualities and the performance of the megawatt-class hydrogen fuel cell powertrain fitted in one of its engine nacelles. This powertrain is in a similar configuration to Universal’s first product, a conversion kit for ATR 72-600 turboprops, a type which Air New Zealand also operates. The Universal Hydrogen powertrain does not use a hybrid-battery system, instead transmitting power directly from hydrogen fuel cells to the electric motor, reducing the weight and lifecycle cost of the powerplant, which the company expects to be certified and in commercial service by 2025.

“We are simultaneously providing a pragmatic, near-term solution for hydrogen infrastructure and delivery, as well as for converting existing passenger aircraft to use this lightweight, safe and true zero-emissions fuel,” said Eremenko.

In December, Air New Zealand announced an initial list of partners for the programme, featuring new regional aircraft concepts representing electric, green hydrogen and hybrid propulsion options. The four partners are electric aircraft manufacturers Eviation and Beta Technologies, hybrid-electric developer VoltAero and Cranfield Aerospace, which is developing hydrogen-hybrid concepts.

With a fleet of 29 ATR 72-600 aircraft, Air New Zealand is the world’s third-largest ATR operator and the two companies say they are “deepening their existing partnership to accelerate aviation decarbonisation”. The aircraft manufacturer has launched a feasibility study on its next-generation ATR ‘EVO’ family concept, a two-engine turboprop that can be powered by 100% SAF and incorporating new propellers and enhanced cabin and systems. ATR aims to launch the programme this year and anticipates entry into service by 2030.

“ATR fully shares Air New Zealand’s ambition to accelerate the transition towards net-zero carbon emissions. Having worked together since 2018 to explore new propulsion technologies and their impact on operations and infrastructure, we are now taking this partnership to the next level,” said Nathalie Tarnaud Laude, ATR’s CEO. “With Mission Next Gen Aircraft, we will be supporting the airline in every step of this challenging adventure in investigating disruptive innovations to turn our commitments into tangible reality.”

Responded Hannifin: “Through our partnerships with Airbus and ATR, we’ve been able to deepen our understanding of the impact green hydrogen and battery hybrid aircraft may have on our network, operations and infrastructure, as well as the opportunities and challenges of flying low and zero emissions aircraft in New Zealand. Working with the world’s leading innovators is critical to addressing the climate crisis.

“These partners were selected because they are taking action now to progress decarbonising the aviation industry.”

Image: Heart Aerospace ES-30

Swedish electric aircraft pioneer Heart Aerospace has ditched its initial 19-seat ES-19 design in favour of an all-new 30-seat version with increased range and capacity. The ES-30 features a reserve-hybrid engine powered by sustainable aviation fuel, to provide extra energy or extended range without relying solely on battery power. Existing ES-19 customers United Airlines and Mesa Air Group have upgraded their 200 orders and 100 options to the larger ES-30, while Air Canada has announced purchase orders for 30 and Swedish aircraft leasing company Rockton has signed letters of intent for another 40. As well, Air Canada and the veteran Swedish aerospace company Saab have become minority shareholders in Heart, each investing $5 million. In the US, e-aircraft company Eviation has secured an LOI from Miami’s Global Crossing Airlines Group for 50 nine-seat Alice electric aircraft, whose prototype is set to make its maiden flight next month. Meanwhile, a study by Distrelec has identified Nordic routes with the highest potential for carbon emission reductions from electric flights.

The Heart ES-30 will feature three-abreast seating, a galley and a lavatory, as well as a large external baggage and cargo compartment, exploiting improved zero-emission propulsion technologies to offer higher payloads and longer-range missions than previously anticipated for the first generation of electric commuter craft. It will offer a fully-electric range of 200 kilometres, an extended range of 400 kilometres with 30 passengers, and the ability to fly as far as 800 kilometres with 25 passengers.

“The ES-30 is an electric airplane that the industry can actually use,” said Anders Forslund, founder and CEO of Heart Aerospace, highlighting the greater utility of the larger variant, which will be assembled in Gothenburg, Sweden. “We have designed a cost-effective airplane that allows airlines to deliver good service on a wide range of routes. With the ES-30 we can start cutting emissions from air travel well before the end of this decade, and the response from the market has been fantastic.”

As well as being a Heart Aerospace customer, United Airlines is also an investor. “From the beginning, Heart and United have been on the same page with an acute focus on safety, reliability and sustainability,” said United CEO Scott Kirby. “Heart’s exciting new design, which includes expanded passenger capacity from 19 to 30 seats, and a state-of-the-art reserve-hybrid engine, is the type of revolutionary thinking that will bring true innovation to aviation.”

Michael Rousseau, CEO of new customer and investor Air Canada, added: “We have been working hard with much success to reduce our footprint, but we know that meeting our net zero emissions goals will require new technology such as the ES-30.”

Saab’s new CEO Micael Johansson said his company’s investment in Heart “underlines our commitment to innovative technology and solutions for sustainable aviation. Heart is a pioneer within commercial electric aviation and we look forward to contributing to the future of aviation with our experience of developing solutions at the forefront of technology.” 

Other investors in Heart Aerospace include Breakthrough Energy Ventures, EQT Ventures, European Investment Council, Lower Carbon Capital, Mesa Air Group and United Airlines Ventures.

In addition to firm orders for the new aircraft and the letter of intent from Rockton, Heart Aerospace said many operators that previously signed LOIs for the ES-19 had now upgraded to the ES-30, among them Braathens Regional Airlines, Icelandair, SAS and New Zealand’s Sounds Air. There are now 96 LOIs for the ES-30, which is expected to enter commercial service in 2028 as a zero-emission replacement for existing fossil-fuelled aircraft or to accommodate regional growth.

Its launch coincides with a soaring and competing trend to retrofit older commuter planes with new electric or hydrogen propulsion systems, for which significant orders have been secured by start-ups including ZeroAvia and Universal Hydrogen, both well-backed by major industry players and venture capital investors.

In another electric aircraft development, Miami-based Global Crossing Airlines Group, trading as GlobalX, has signed a letter of intent to acquire 50 all-electric Alice aircraft from US-based Eviation, for delivery from 2027. The inaugural test flight of the Alice prototype is expected to occur next month.

“We plan to offer the aircraft to our cruise line, tour operators, leisure travel providers and business clients with a need for short-haul charter flights across Florida,” said GlobalX CEO Ed Wegel. “The Alice aircraft will allow us to offer sustainable regional flights to and from major markets and is the first step in our initiative to be a zero-carbon emissions airline by 2050.” As well as flights within Florida, GlobalX says the nine-seat aircraft will open opportunities for new passenger routes in the Bahamas and the Caribbean. The company is also evaluating a cargo version of the aircraft, which has also been ordered by freight giant DHL.

In Europe, the electronics and automation group Distrelec has completed a study of flights operating in Nordic countries to identify which markets have the most potential for electric-powered flights. It identified routes in Denmark, Sweden, Norway, Iceland and Finland, which, if converted to zero emission aircraft, could eliminate a combined total of more than 61,000 tonnes of carbon emissions per month, equivalent to 773 aircraft each with a maximum take-off weight of 79,000 kilograms – roughly equivalent to an Airbus A320neo.

The study found that Norway had the greatest potential to reduce flight carbon emissions, with up to 29,038 tonnes likely to be eliminated each month through deployment of electric aircraft, followed by Sweden with 17,260 tonnes, Finland with 6,264, Denmark with 4,177, Greenland with 2,390, and Iceland with 1,994.

Norway’s Oslo-Trondheim air route was identified by Distrelec as the biggest contributor to aircraft carbon emissions in the surveyed markets, with 709 monthly flights averaging 58 kilograms per passenger, while Finland’s Helsinki-Oulu route, while less flown with an average 264 monthly departures, produced the highest CO2 emissions per passenger, averaging 72 kilograms.

The study also assessed 10 regional international routes originating in Nordic countries, which it estimated produced a collective 17,100.5 tonnes of CO2 per month, or 205,206 annually, the equivalent of 2,597 aircraft with a 79,000-kilogram maximum take-off weight.

Image: Heart Aerospace ES-30 in Air Canada livery

A study commissioned by the Netherlands to investigate the feasibility of electric aircraft has concluded commercial services by small, short-range e-planes could begin as early as 2026, reports Tony Harrington. The investigation focused on operations within the Netherlands, and between the Caribbean islands of Aruba, Bonaire and Curaçao, the so-called ‘ABC Islands’ region. It concluded nine-seat electric aircraft, for example the Eviation Alice, could be operated by 2026, while 19-seat electric aircraft, such as Sweden’s Heart Aerospace ES-19, could be in service by 2030. But the report also makes clear that for electric aircraft to enter commercial service, airport and energy infrastructure would require significant upgrading. The Netherlands has committed to stepped decarbonisation of its air transport sector, through 2030 initiatives including a 15% cut in domestic flight emissions compared to 1990, electric taxiing of aircraft and the introduction of hybrid-electric planes up to 50 seats, transitioning by 2050 to zero emission flights on all domestic routes and fully-electric aircraft on flights of up to 500 kilometres.

To develop a framework for the introduction of electric aircraft, the Ministry of Infrastructure and Water Management appointed Netherlands Airport Consultants (NACO), part of the Dutch-based global engineering consultancy Royal HaskoningDHV, and Royal NLR, the Netherlands Aerospace Centre, to explore technical, logistical, energy and financial requirements.

Their report, which has just been presented to the Netherlands House of Representatives, identified challenges including aircraft certification and battery capacity, ground infrastructure, sustainable energy sources and regulations governing the operation of electric aircraft. Multiple initiatives are already underway in the Netherlands, including Power-Up, a collaboration between four regional airports – Eindhoven, Rotterdam-The Hague, Groningen-Eelde and Maastricht-Aachen – to achieve short-range commercial flights with electric planes by 2026. The new study focused on the triangulated air routes connecting Aruba, Bonaire and Curaçao, which researchers deemed ideal for a detailed assessment of the infrastructure requirements and costs of e-aircraft on regional routes.

The flight distance between Aruba and Bonaire is 190 kilometres, while Bonaire-Curaçao is just 79 kilometres, and Curaçao-Aruba is 113 kilometres. Of this compact market, the study observed: “The point-to-point character of the connectivity, and at the same time the short distances, make it very suitable for the introduction of electric aircraft. The inter-island connections have great potential to be replaced by electric nine- and 19-seaters once the necessary infrastructure is there.” 

Acknowledging that “such a transition does not happen overnight”, the study laid out a three-stage strategy to progressively introduce all-electric flights between the ABC islands, beginning with three nine-seat e-aircraft by 2026, one based on each island, supported by a 400-kilowatt charging station at each airport to provide up to 30 minutes of recharging per plane.

By 2030, three 19-seat aircraft would be added, again one per island, supported by an additional 900 kilowatt charging station in each location. This would increase to six the number of electric aircraft serving the ABC market – a nine-seat and a 19-seat plane based on each island, and a total of 1.3 megawatts of charging capacity at each of the airports. Based on 2019 traffic data, these aircraft would replace 50% of the fossil fuel-powered flights now serving the islands.

The final stage of the programme, to be enacted in 2035, would see a doubling of the 2030 e-aircraft fleet and charging facilities, with the introduction of three more nine-seat and three more 19-seat planes, providing the ABC market with all-electric air services operated by 12 aircraft. Each island would host four electric planes – two nine-seaters and two 19-seaters – supported by four charging stations with combined capacity to deliver up to 2.6 megawatts of power during peak periods. That power would be provided either by solar panels or by wind power turbines.

The study concluded that airport energy infrastructure would require significant upgrading to accommodate electric aircraft.

“Charging an aircraft needs to be done swiftly in order to be competitive with regular turnaround times. Therefore, fast chargers are essential for electric aviation,” it said. “The energy supply for the charging stations should be sufficient and robust. During peak hours, enough power should be available to be able to charge multiple aircraft at the same time. Moreover, electric flight can only be zero-emission if the energy is sustainable too. If solar panels or wind energy are used, the peaks of the energy harvest need to be stored. In the early years, converting fully to renewable energy for the amount that is needed is challenging. The whole airport energy system including energy sourcing will need revision.”

Cost was also identified as a significant impediment to the introduction of electric aviation from 2025, unless some financial relief or incentive was provided.

“The ramp-up years might not be economically attractive for airlines or other aviation businesses to implement new aircraft technologies,” says the report. “The risk could result in long waiting time before ordering. Therefore, governments could incentivise the acquisition and operation of electric aircraft and required/associated infrastructure by offering supporting schemes or grants for airlines and airports. Taxation of aviation fuel or exemption of taxes can be used to either create a level playing field or stimulate the business case for electric aviation.”

Esther Kromhout, Director of NACO, one of the research partners, said: “Our study makes a valuable contribution to the discussion about the future of electric flying, and its role in making aviation more sustainable. The roadmap shows what is possible in the near future (2026-2030) based on current technical developments.” 

Martin Nagelsmit, Head of the Sustainability and Environment Department at Royal NLR, said there was “not one holy grail” to address the climate impact of current aircraft. “In addition to electric flying, even more is needed to make aviation more sustainable,” he said. “To adequately tackle the entire spectrum, we must focus on various solutions such as hydrogen propulsion, sustainable aviation fuels and even more efficient aircraft and operations.”

Top image: The nine-seat Eviation Alice electric aircraft could be in service by 2026

Regional and business aircraft maker Embraer has released details and images of four concept aircraft as starting points for all-new sustainably-powered passenger planes, reports Tony Harrington. Simultaneously, a new partnership has been formed in the UK to progress the conversion of existing Britten-Norman commuter planes from fossil fuels to zero-emission hydrogen propulsion. Embraer said its new Energia aircraft family would range from nine to 50 seats, fly between 200 and 500 nautical miles, or 370-926 kilometres, and be powered by four different, rear-mounted propulsion systems. The intention is to offer them progressively between 2030 and 2040, as technology becomes available. In contrast, Project Fresson, a collaboration between Britten-Norman and Cranfield Aerospace Solutions to retrofit existing regional aircraft with hydrogen fuel cell technology, has been broadened through a new partnership with Isles of Scilly Steamship Group, which owns UK regional airline Skybus, and wants to transition to zero-emission flights. Meanwhile, hydrogen-electric aviation pioneer ZeroAvia has announced a slew of new collaborations, including with Alaska Air Group.

“With 50 years’ experience in developing, certifying and supporting regional aircraft, Embraer is in a unique position to make viable the introduction of new, disruptive green technologies,” said Arjan Meijer, CEO of Embraer Commercial Aviation.

Luis Carlos Affonso, Embraer’s SVP Technology and Corporate Strategy, reported the Energia family of aircraft would provide an important platform for defining future low or no emission models. “We see our role as a developer of novel technologies to help the industry achieve its sustainability targets,” he said. “There’s no easy or single solution in getting to net zero. New technologies and their supporting infrastructure will come online over time. We’re working right now to refine the first airplane concepts, the ones that can start reducing emissions sooner rather than later. Small aircraft are ideal on which to test and prove new propulsion technologies so that they can be scaled up to larger aircraft.”

The first of the new concept craft, the nine-seat Energia Hybrid (E9-HE), would be offered from 2030. Embraer said this hybrid-electric aircraft, powered by two rear-mounted engines with front propellers, would emit 50% less CO2 when used with Jet A1 fuel, and 90% less when operated with sustainable aviation fuel. It would also produce 60% less external noise and have a flight range of 500nm, or 925km, and provide a sustainable option for short haul, low-capacity scheduled flights, corporate or charter operations, emergency services such as medivac, or parcel freight. 

Next, from 2035, would be the nine-seat Energia Electric (E9-FE), a fully-electric powered aircraft for short range flights of up to 200 nm, or 370 km. This model, the only high-wing aircraft of the Energia family, would produce no emissions and 80% less noise from its single, tail mounted engine, featuring dual contra-rotating propellers.

Also from 2035 would be Embraer’s 19-seat, hydrogen-electric Energia H2 Fuel Cell aircraft (E19-H2FC), designed to operate with hydrogen fuel cells as a single power source, or as a hybrid-powered plane with batteries or gas turbines.  Again, this aircraft, with two rear-mounted electric engines and front propellers, would have a range of 200nm/370 km, suitable for higher capacity short range flights. It would produce no carbon emissions, and 70% less external noise.

The fourth, final and largest model in the Energia family would be the zero emission Energia H2 gas turbine, dual-fuel airliner (E50-H2GT), powered by either hydrogen or sustainable aviation fuel, and with 2040 “technology readiness”. It would seat 35-50 passengers, have a range of 350-500nm, or 650-925km, and be 60% quieter than similar-size conventional aircraft.

Embraer is already well-advanced in its sustainability programmes, having tested drop-in sustainable aviation fuels including sugarcane and camelina plant-derived sources on the E-Jet family of regional airliners, and is aiming to make all of its new aircraft compatible with SAF by 2030. It has also test-flown an electric demonstrator aircraft, a single-engine EMB-203 Ipanema, 100% powered by electricity, and is planning to introduce a hydrogen fuel cell demonstrator by 2025. As well, the company is progressing an all-new turboprop aircraft, which would be both 100% SAF-compatible and designed to accommodate the integration of future hydrogen propulsion technologies. It is also developing a fully-electric vertical take-off or landing vehicle, or ‘air taxi’, to enter service in 2026.

The Energia family would be competing with all-new aircraft programmes, including the yet-to-fly 19-seat ES-19 of Swedish start-up Heart Aerospace. The ES-19 has attracted customers ranging from New Zealand regional airline Sounds Air to United Airlines, which, with regional partner Mesa, has announced plans to acquire up to 200 units. Last year, Airbus revealed its own family of concept aircraft through its ZEROe hydrogen power programme. Additionally, the Energia aircraft would be competing with a growing number of electric and hydrogen retrofit programmes for existing types, such as Britten-Norman aircraft.

Britten-Norman and Cranfield Aerospace Solutions are already collaborating on Project Fresson, a programme to integrate hydrogen fuel cell technology into an eight-seat Britten-Norman Islander aircraft, with a view to reinventing the type as a zero-emission commuter plane with higher passenger payload, lower maintenance costs and a faster path to market than an all-new aircraft. The two organisations have now entered a partnership with Isles of Scilly Steamship Group to progress the introduction of zero-emission flights, possibly by 2025, to the Isles, a popular UK tourist destination.

The Group’s fleet includes the eight-aircraft local airline, Skybus, which operates both eight-seat Britten-Norman Islander and 17-seat DH6 Twin Otters on three short-range routes. Chief Executive Stuart Reid said the company had signed a letter of intent for hydrogen-powered aircraft as part of a dual commitment to support both the destination’s environment and the UK government’s plans to decarbonise air transport.

William Hynett, Chief Executive of Britten-Norman, said: “We wish to bring hydrogen-electric aircraft to the market at the earliest possible opportunity so that we can help drive our customers’ success in the new age of air transport. In striving for a zero-carbon future, it is essential that solutions are practical, affordable and sustainable, and we believe that we are well-placed to help achieve these vital goals in a way that will resonate with our global customers, many of whom seek to protect the outstandingly beautiful places in which they operate.”

Last month, ZeroAvia and Alaska Air Group announced they were to collaborate on developing a hydrogen powertrain for a 76-seat, zero-emission regional aircraft. The partner’s engineers will work together to scale ZeroAvia’s existing powertrain platform to produce the ZA2000, an engine family capable of producing between 2,000 and 5,000 kilowatts of power with a 500-mile range. Initially, the technology will be deployed into a full-size De Havilland Q400 aircraft, previously operated by Alaska subsidiary Horizon Air Industries.

UK and US based ZeroAvia will also set up a location in the Seattle area to support the initiative and Alaska has secured options for up to 50 kits to begin converting its regional aircraft to hydrogen-electric power, starting with the Q400. Alaska has joined Seattle-based Amazon Climate Pledge Fund and Bill Gates’s Breakthrough Energy Ventures as investors in ZeroAvia.

US asset investment platform Rose Cay has also announced its support for the ZeroAvia technology and intends to fund the acquisition of existing aircraft, convert them using ZeroAvia’s hydrogen-electric powertrain system and then lease them to operators worldwide. The deal includes a conditional purchase order for up to 250 engines with deliveries beginning as early as 2024. The two partners said they also intend to develop airport infrastructure projects, with committed offtake agreements, to ensure hydrogen availability.

Earlier this month, ZeroAvia entered into a collaboration with Indian state-owned aerospace and defence company Hindustan Aeronautics (HAL) to develop a Supplemental Type Certificate (STC) to incorporate a 600kW hydrogen-electric powertrain system, the ZA600, into a 19-seat Dornier 228 aircraft. Around 270 Dornier 228 aircraft have been manufactured globally, with 242 currently in service, and the STC would allow retrofit of existing airframes for both Indian military and worldwide operators. HAL also intends to build new aircraft with additional FAA approval, designated Hindustan-228, creating the opportunity to incorporate ZA600 zero-emission engines.

A Dornier 228 based at ZeroAvia’s facility at Cotswold Airport in the UK is being used as the dedicated development platform for the HyFlyer II project, which is progressing the R&D required for the ZA600 powertrain for 19-seat aircraft. The company said it had recently successfully ground-tested the powertrain and reported flight testing using the Dornier 228 would begin “in the coming months to achieve certification and entry into commercial service in 2024”.

ZeroAvia recently held its two-day 2021 Hydrogen Aviation Summit, which can be viewed here.

Top image: Embraer’s Energia family of four concept aircraft

Bottom image: The Project Fresson Britten-Norman Islander aircraft

American Airlines has become an anchor partner in Bill Gates’ new Breakthrough Energy Catalyst and committed an investment of $100 million in the programme to support the advancement and funding of sustainable aviation fuels and other emissions reduction technologies such as green hydrogen, direct air capture and long-duration energy storage. According to Gates, Catalyst will focus on supporting technologies that are vital to reaching global net zero emissions but are currently too expensive to be adopted at scale. “By coordinating investments and directing them towards these critical technologies, we can reduce their ‘green premiums’ and help them get to market faster, so we can all reach our climate goals,” he said. American joins six other anchor partners as the first group of private sector organisations in the programme: ArcelorMittal, Bank of America, The BlackRock Foundation, Boston Consulting Group, General Motors and Microsoft. Introduced earlier this year, Catalyst is part of the larger Breakthrough Energy network founded by Gates. This includes Breakthrough Energy Ventures, which is focused on investing in entrepreneurial companies with clean energy solutions and has investments in aviation start-ups Heart Aerospace and ZeroAvia.

Breakthrough Energy Catalyst is described as a first-of-its-kind model bringing together companies, governments and private philanthropy to accelerate the adoption of critical, next generation clean technologies. The partners pledge to work together to finance, produce and buy new technology solutions that are currently more expensive than their existing fossil-fuel emitting counterparts.

“We see immense promise in the mission of Catalyst and our investment is a vote of confidence in the difference-making potential of this unique and collaborative approach,” said American CEO Doug Parker. “We have an ambitious vision of a low-carbon future for our airline and a plan to match, but we know our own efforts can only get us so far. By working in partnership with Catalyst, we’re helping accelerate and scale our industry’s nascent solutions, like sustainable aviation fuel, along with other technologies that will be necessary to reduce emissions from aviation and across the economy.”

American Airlines has a net zero by 2050 goal, along with a commitment to set a science-based 2035 intermediate target, which relies in large part on using increasing volumes of SAF. It has been taking delivery of SAF from Neste for over a year and has agreed to using 9 million gallons in total through until 2023, along with a further agreement to purchase up to 10 million gallons of carbon-neutral e-fuels produced by Prometheus Fuels. The airline says its partnership with Catalyst will augment the ongoing efforts to advance SAF and bring the market to scale.

The path to net zero also hinges on maximising the efficiency of its aircraft and operation, it adds, and has invested $24 billion in fleet modernisation with 600 new, more fuel-efficient aircraft while retiring a similar number of less-efficient planes.

“Because reducing the impact of air travel on the planet is inextricably linked with the actions of many other entities, fostering impactful collaboration – within the industry, across the private sector and with policymakers – is fundamental to American’s sustainability strategy,” said the airline. “Our anchor partnership with Catalyst exemplifies the type of cooperation necessary to decarbonise the industry and forestall the most serious effects of climate change.”

Since it was launched, Catalyst has already announced large-scale partnerships with the European Commission, the European Investment Bank and the US Department of Energy. The seven new partners are expected to make significant investments in early commercial demonstration projects, offer perspectives on continued private sector engagement, provide insights on investments and offtake strategies, and help to encourage more companies to join the programme. Additional anchor partners may be announced in the lead-up to the COP26 climate change conference, it said.

“By working with this growing community of private and public partners, Catalyst will take a global view of the energy innovation landscape – the key technologies, leading-edge companies, financing partners and pivotal policies – and fund the projects that will have the greatest positive impact for our planet,” said Gates.

“American Airlines has demonstrated both ambition and action when it comes to combating climate change, and we applaud the leadership role they’re taking in joining Catalyst as an anchor partner.”

Photo: American Airlines

New Zealand’s aviation sector has consistently shown a pioneering commitment to sustainability, and is now embracing a move towards electric propulsion, reports Tony Harrington. Regional airline Sounds Air has just announced it will acquire three Heart Aerospace ES-19 electric airliners, emerging as the first Asia-Pacific operator to choose the Swedish all-new aircraft. The carrier’s switch to electric aircraft comes at a time of significant national focus on sustainability, as the New Zealand government, guided by recommendations from the country’s independent Climate Change Commission (CCC), frames the first of three five-year emissions budgets, to be implemented across all industries by 2035. Electric and hydrogen propulsion systems, along with sustainable aviation fuels, were promoted prominently in recent submissions to the Commission from airlines, airports and energy providers, each seeking to influence policies and funding priorities to cut aviation emissions.

From 2026, Sounds Air intends to operate Heart Aerospace’s zero-emission 19-seat planes, initially between the national capital, Wellington, at the base of the North Island, and provincial communities including Blenheim and Nelson atop the nearby South Island. The airline, which currently operates four 12-seat Cessna Caravans and six nine-seat Pilatus PC-12s, is targeting all-electric operations by 2030, with a strategy that could also include retrofitting some of its Caravans should such a modification be available, affordable and viable.

Last year, Christchurch Airport facilitated the first flight of an electric aircraft in New Zealand – a two-seat Pipistrel Alpha Echo – and Sounds Air is now outlining its plans for scheduled flights with e-craft within five years. Chairman Rhyan Wardman said the airline planned initially to operate the ES-19s in addition to its current, conventionally-fuelled Caravans and PC-12s, as it gradually transitioned to all-electric operations.

The ES-19s will have an operating range of 400km, precluding nonstop service between all destinations on the Sounds Air network, but Wardman said improved battery capacity was expected to deliver longer-range versions of the aircraft towards the end of the decade, enabling unrestricted network coverage.

He said the airline was considering reducing its fleet of Caravans once the ES-19 entered the fleet, but added it might still retrofit some aircraft with electric propulsion systems if conversions were certificated, although it did not want to lead such a programme. Wardman was not aware of any plan by Pilatus to provide electric propulsion for the PC-12, but said Sounds Air would be interested in exploring such an option if offered.

The decision to introduce three ES-19s, and likely more, followed an extensive review of proposed electric and hydrogen-powered aircraft, including retrofitted versions of current aircraft types, revealed Wardman. Inspired by concept designs of Eviation’s Alice all-electric commuter aircraft at an international air show prior to the pandemic, he said the airline quickly recognised zero emission regional aircraft were appearing on the horizon at a time when Sounds Air was shaping its long-term growth strategy.

“We already knew that we needed to migrate from the Caravans and PC-12s to a 19-seat aircraft, and as we delved more into it we realised that we could be an early adopter of the next generation of regional aircraft,” he explained. “We thought if it was going to be airlines like ourselves who led this change, then why not us?”

Sounds Air approached New Zealand’s Energy Efficiency Conservation Authority with details of the re-fleeting plan, and secured funding support to conduct a feasibility study to identify the optimal aircraft type and energy source for its new operations. The airline also engaged with airports in its network, in particular its biggest gateway, Wellington, as well as electric power suppliers Marlborough Lines and Mercury Energy to help inform its decision.

“We were fairly agnostic about what technology we would embrace as long as it propelled our ambition for zero emission operations,” said Wardman. “We looked at all of the aircraft in development and in the end, it came down to two main contenders, Heart Aerospace and ZeroAvia, which was testing hydrogen options.”

He reported significant work was now required to gain certification of the ES-19 for operation in New Zealand, a process he was confident would be aided by European and American certification of the type for customers Finnair, with orders for 20, and United Airlines and its regional partner MESA, with orders for 200. Others such as Icelandair are also actively considering the ES-19 for their regional services.

But for New Zealand’s aviation industry, the shift to decarbonising technology is not just focused on electrifying short-range flights. It also wants to expedite the shift to hydrogen and sustainable aviation fuels to help decarbonise medium to long range operations.

In its submission to the Climate Change Commission, national carrier Air New Zealand said it expected to reduce emissions on domestic routes “from electric, hybrid, and/or hydrogen aircraft,” and predicted that by 2035 30% of domestic flights in New Zealand would be electrified.

In parallel submissions to the Commission, Christchurch Airport and Hiringa Energy provided strong endorsements of hydrogen propulsion for medium range flights.

“The leading development pathway for domestic fleet to low emission fuels is the conversion or retrofit of existing aircraft with hydrogen-electric powertrains,” they said, using the example of turboprop Q300 aircraft, a type operated by Air New Zealand, and a major focus of technology transitioners such as Universal Hydrogen. They argued that switching existing turboprops to fuel cell technology would not only enable reshaping of regulations and infrastructure for domestic operations, but also carve a path towards carbon-free narrowbody flights between New Zealand and neighbouring Australia.

Rhys Boswell, Christchurch Airport’s General Manager Strategy and Sustainability, said initiatives including the country’s first electric flight, the continued provision of ground power for aircraft using gates in its terminal, participation in a detailed industry assessment of hydrogen power, and the appointment of a major external consultancy to help identify and structure a future fuel supply strategy, were all clear steps by the airport towards decarbonising aircraft operations, in addition to substantial measures already taken to reduce emissions from its own activities, and consideration of further initiatives including sustainable financing.

“We’re optimistic that the New Zealand domestic market could be one of the first in the world to operate electric or hydrogen powered aircraft,” he said. “We’re signalling to the airlines that we’re thinking of the infrastructure investment needed to support their future operations.”

Although strongly supportive of new propulsion technologies for short to medium haul operations, Air New Zealand’s representation to the Climate Change Commission advocated strongly for the production of sustainable aviation fuels (SAF) in New Zealand, alongside imported supplies to help ensure diversification and continuity of supply. Air New Zealand urged “an aviation-specific energy strategy”, which, among other things, incentivised SAF production, prioritised feedstock supply for low-carbon aviation fuels and established a graduated blending mandate.

“SAF is the key aviation decarbonisation technology immediately available. For long-haul air travel, SAF is the only current option for decarbonisation,” said the submission. “As well as enabling real abatement, investment in the development of a SAF sector would come with strong associated economic and social benefits to Aotearoa (New Zealand), including by creating skilled jobs benefiting regional Aotearoa in the construction and operating phases, and enabling more resilient fuel supply chains rather than relying solely on imported fuels.”

Air New Zealand said a SAF consortium, in which it is partnered with SAF specialists Scion, Z Energy, LanzaTech and LanzaJet, “has shown there is a viable pathway to SAF production in Aotearoa based on forest residues, supplemented by waste and, over time, power-to-liquid technologies.”

Another potential fuel base it identified was sugar beet, which is used in ethanol production but not currently certificated as a sustainable feedstock in New Zealand.

“Policies are needed to prioritise feedstock use for SAF production given it is more expensive to produce and is the only technology available for meaningful aviation decarbonisation,” the airline said.

Air New Zealand stated emissions reductions in New Zealand from the use of SAF would occur from 2025. It suggested enabling measures including a SAF production incentive per litre, capital grants to help establish SAF production and infrastructure, together with financial incentives for feedstocks that are sold for mandated SAF production. The SAF consortium said 200 million litres of SAF could be produced domestically by 2035 and 1,000 million litres by 2050. But, added the airline, “given the lead time that is required to establish SAF production in Aotearoa (five years), and the criticality of SAF to aviation decarbonisation, urgent action is required.”

Image: Heart ES-19 in Sounds Air livery

With a conditional order for 100 Heart Aerospace ES-19 airliners, United Airlines has placed another big bet on the future size and shape of its aircraft fleet, with an emphasis on electrically powered airliners and investments in what it has described as “emerging technologies that decarbonise air travel”. The US major announced an agreement to acquire 100 ES-19s, a 19-seater being developed by Sweden’s Heart Aerospace, while its regional partner Mesa Airlines placed its own conditional order for a further 100 units. This is United’s second commitment to electric aircraft, reports Mark Pilling. In February it revealed a deal with air mobility company Archer to help it develop the US start-up’s electric vertical take-off and landing (eVTOL) aircraft designed as an air taxi in urban markets. United and Mesa said they would buy up to 200 of Archer’s electric aircraft if it met the “operating and business requirements” of the carriers. Another start-up, ZeroAvia has also secured extra funding to accelerate its ambitions to develop a hydrogen-electric 50-seater regional aircraft.

Echoing the Archer eVTOL commitment, United and Mesa have “conditionally agreed to purchase 100 ES-19 aircraft [each], once the aircraft meet United’s safety, business and operating requirements”. United Airlines said it has invested an undisclosed sum in start-up Heart Aerospace through its new corporate venture capital fund, United Airlines Ventures (UAV). Also investing is Breakthrough Energy Ventures (BEV), a fund that backs firms with emission reduction strategies in various industries, and Mesa Airlines.

“Breakthrough Energy Ventures is the leading voice of investors who are supporting clean-energy technology creation. We share their view that we have to build companies who have real potential to change how industries operate and, in our case, that means investing in companies like Heart Aerospace who are developing a viable electric airliner,” said Michael Leskinen, United’s VP Corporate Development & Investor Relations, as well as UAV’s President. “We recognise that customers want even more ownership of their own carbon emissions footprint. We are proud to partner with Mesa Air Group to bring electric aircraft to our customers earlier than any other US airline. Mesa’s long-serving CEO, Jonathan Ornstein has shown visionary leadership in the field of electric-powered flight.” Ornstein is an advisor to Heart Aerospace.

UAV and BEV are among the first investors in Heart Aerospace, demonstrating confidence in Heart’s design and creating potential for the company to fast track the ES-19 introduction to market. Heart, which is based in Gothenburg, Sweden, is aiming for the ES-19 to be certified for commercial operations by 2026. The high-wing 19-seater will feature four wing-mounted propellers powered by lithium-ion batteries and will have a range of 400km.

“Electric aircraft are happening now—the technology is already here,” said Anders Forslund, CEO of Heart Aerospace. “I can’t imagine a stronger coalition of partners to advance our mission to electrify short-haul air travel.”

Aviation is a critical piece of the global economy, said Carmichael Roberts, Business Lead, Investment Committee at Breakthrough Energy, which was founded in 2015 by Microsoft’s Bill Gates and a coalition of private investors concerned about the impacts of accelerating climate change. “At the same time, it’s a major source of carbon emissions and one of the most difficult sectors to decarbonise. We believe electric aircraft can be transformational in reducing the emissions of the industry, and enable low-cost, quiet and clean regional travel on a broad scale. Heart’s visionary team is developing an aircraft around its proprietary electric motor technology that will allow airlines to operate at a fraction of the cost of today and has the potential to change the way we fly.”

According to United, the ES-19 could operate on more than 100 of United’s regional routes out of most of its hubs. Some of these routes include Chicago O’Hare International Airport to Purdue University Airport and San Francisco International Airport to Modesto City-County Airport.

“We expect the short-haul regional air travel market to play a key role in the evolution of the electric aircraft.  As battery technology improves, larger-gauge aircraft should become viable but we’re not going to wait to begin the journey,” said Leskinen of United. “That’s why we’re looking forward to beginning our work with Heart, so that together, we can scale the availability of electric airliners and use them for passenger flights within the next five years.”

Over the past several months, United has carried out a series of ambitious moves. In late June the airline made what it said was its largest ever order, and biggest by a single carrier in decade, for 200 Boeing Max 737s and 70 Airbus A321neos. In early June, just weeks before the major announcement to upgrade its short-haul fleet, United said it would buy 15 supersonic 65-88 seat Overture jetliners from Boom Aerospace.

On the sustainability front, in April United announced the formation of its Eco-Skies Alliance programme which “allows corporate customers the opportunity to pay the additional cost for sustainable aviation fuel”. Last December, United announced a multi-million dollar investment in direct air capture (DAC) technology rather than purchasing carbon credits to offset residual emissions. The investment is being made in 1PointFive, a partnership between Oxy Low Carbon Ventures, a subsidiary of Occidental, and Rusheen Capital Management, which is using technology licensed from Carbon Engineering in the first industrial-sized DAC plant in the United States. United is also one of the largest off-takers of sustainable aviation fuel and has invested $30 million in SAF producer Fulcrum BioEnergy, which has just completed construction of its first-of-a-kind Sierra municipal solid waste to jet fuel plant in Nevada

Although it does not have airline commitments yet, another start-up, ZeroAvia, recently announced it had raised additional funding and secured two aircraft for research and development of clean hydrogen-electric aviation. The company will use two twin-engine 19-seat Dornier 228 aircraft – one in the UK and one in the US, acquired from Aurigny and AMC Aviation.

ZeroAvia’s 19-seat aircraft development project is part of HyFlyer II, the second ZeroAvia-led project backed by the UK government to target the development of a hydrogen fuel cell powertrain. As part of HyFlyer I, ZeroAvia said it successfully demonstrated a 250kW powerplant in a six-seat aircraft across three flight test campaigns, achieving all the project’s technical goals, including fuel cell-only cruise flight. The learnings of HyFlyer I will be utilised in the development of a 600kW 19-seater powerplant in HyFlyer II.

 ZeroAvia has also secured an additional £9.3 million ($13 million) for its 50+ seat engine development programme from AP Ventures, an investor in breakthrough technologies across the hydrogen value chain, Alumni Ventures Group, SGH Capital, Agartha Fund LP, and existing investors Amazon’s Climate Pledge Fund, Breakthrough Energy Ventures, Summa Equity, Shell Ventures, SYSTEMIQ and Horizons Ventures. This new funding complements the initial investment of $24 million the company announced earlier this year, bringing the total private investment into ZeroAvia’s large engine development for 50+ seat aircraft to $37 million.

“We are eager and ready to begin testing our hydrogen-electric powertrain technology on a larger commercial-size aircraft, and grateful to our investors and grant funders for their continued support of our vision for sustainable aviation,” said Val Miftakhov, Founder and CEO at ZeroAvia. “Various projections indicate that aviation may account for over 25% of human-induced climate effects by 2050. We are on the path to helping reverse that trend, first with our successful six-seater testing and now with the R&D for our 19-seater, and the kick-off of our 50+ seat programme. Hydrogen is the only practical solution for true climate-neutral flight, and it will become a commercial reality much sooner than many predict.”

Image: Heart Aerospace ES-19 in United Express livery, the regional brand of United Airlines

Mark Pilling

GreenAir Contributing Editor

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