Heart Aerospace is a Swedish startup developing electric aircraft for regional travel. Its flagship project - the ES-30 - is aiming to achieve certification by EASA for its aircraft in 2028.
What was the gap in the market that caused you to leave academia in 2018 and start your own company?
Aviation accounts for 2-3% of global emissions today, but projections from a 2015 European Commission report suggest that by 2050, aviation’s relative share could skyrocket and be responsible for up to 20% of emissions within the transportation sector. For the past 65 years, the industry has been focused on reducing fuel consumption, with advancements in jet engines significantly improving efficiency. However, these improvements are now yielding diminishing returns and engines are reaching their limits.
A new approach is needed, which led me to explore electric propulsion. Europe aims to have all-electric cars by 2035, so by 2050, aviation could be the largest remaining emitter if no action is taken. Other transportation sectors are rapidly electrifying.
At MIT, the idea of electric planes began to take shape, inspired by advancements in the automotive industry and the simplicity and efficiency of electric motors. The industry is starting to recognize this potential. Still, a complete shift in mindset is required to develop new architectures and product development processes that can adapt to this new paradigm.
What does the roadmap for the development of the ES30 aircraft and other future products look like?
The ES30 is a 30-seater hybrid-electric aircraft equipped with traditional turboprop engines and electric motors. It can fly 200 kilometers entirely on electric power, with the turboprop engines available as a reserve. For flights up to 400 kilometers, it operates with more than 50% fewer e11missions than the best turboprops currently available, and it’s nearly silent during takeoff and landing.
We aim to have the ES30 type certified and in the air by 2028, with the first flight test scheduled for April next year. As battery technology improves by about 5% annually, the range of the ES30 is expected to double by the mid-2030s. We also plan to scale up to 50 seats by the early 2030s, with further expansion to 90-seat aircraft or more in the coming decades, driven by continuous advancements in battery technology.
Which markets have you identified as having the most potential for the ES30 and other electric aircraft?
We see a tremendous potential to bypass regions where aviation is costly and inefficient, such as Africa, where jet fuel costs 40% more on average than in Europe or the US. The lack of a robust route network also means that many flights take inefficient routes, sometimes even through other continents. In countries like India, the government is investing heavily in building new airports to connect more regions via aviation.
North American companies tend to move quickly and invest heavily, which is beneficial, but we also see potential in Europe. The key to success in this uncertain environment is managing uncertainty rather than trying to eliminate it, working with both markets, leveraging their strengths to navigate the complexities of developing and commercializing new aerospace technologies.
How does the impact of regional travel compare to other forms, such as international flights?
Regional air travel actually emits more fuel per kilometer compared to longer flights because jet engines are optimized for cruising at high altitudes, not for the frequent takeoffs, landings, and ground taxiing that short-haul flights require. For instance, a 200-kilometer flight emits twice as much fuel per kilometer as a 1,000-kilometer flight. Jet engines are also costly and wear out similarly whether they are used on short or long flights, making them inefficient for short-haul travel.
In Sweden, we've already seen a significant reduction in domestic aviation, with a 23% decrease since before COVID-19, partially due to the availability of alternatives like trains. Electric planes can address many issues associated with short-haul flights—such as noise, local pollution, and fuel inefficiency—by providing a cleaner, quieter option that can pave the way for larger, more sustainable aircraft in the future.
As you work towards your roadmap for certification, what do you envisage as the biggest challenges lying ahead?
The primary challenge in aerospace is that you need to master hundreds of complex tasks simultaneously, and if any one of them falls short, the entire project can be delayed. This is compounded by the fact that the necessary knowledge and expertise are spread across a fragmented supply chain, making it difficult to consolidate and execute effectively.
The industry is also constrained by long innovation cycles, with new aircraft typically taking 30 years to develop, which significantly slows progress. For us, it's not just about overcoming technical barriers—many of which have been proven through ground tests and early flights by other companies—but also about navigating regulatory, market, and logistical challenges. The key is to manage uncertainty and adapt to changes, both in technology and in the external environment, to ensure that we can bring our vision to reality.
How concerned are you about the practical limitations of battery technology in aircraft?
Batteries carry about 40 times less energy per kilogram than jet fuel, meaning you need significantly more weight to achieve the same range. However, electric propulsion is about three times more efficient, which reduces the difference to around 14 times. This means that while long-haul flights like those on an A350, which can cover 15,200 kilometers, are out of reach for electric aircraft, short-haul flights are a feasible and economically viable application for this technology. The focus is on perfecting battery-electric aircraft for shorter flights. The improvements in battery technology will continue to close the gap, but our priority is to develop a product that meets the needs of short-haul travel efficiently and sustainably.
As a European company, how do you hope to overcome the legislative and regulatory challenges that arise?
Operating in Europe comes with its own set of challenges, primarily due to the fragmented nature of the market. Europe has 27 member states, and to maintain a level playing field, it has established barriers to state aid and support, which can make it difficult to finance and develop new technologies. The US, by contrast, has a more established venture capital ecosystem and a more flexible approach to risk, which supports innovation.
Europe should be cautious about putting itself on a pedestal for having ambitious targets if it doesn't also create the financial and regulatory conditions needed to achieve those goals. The ambition is there, but without the right incentives and support structures, these targets may be difficult to meet. Governmental support is crucial, and airlines also need to play an active role in this development. We are fortunate to have strong collaborations with United, Air Canada, and Mesa, who are also investors.
