Lots of places have water or mountains preventing car or train travel or making it go the long way around. Ferries are slow. Those would be natural applications for this. Tallinn-Helsinki city pair for example.
I wonder, if this can get approved or certified somehow now, if then modifications and improvements are relatively easy, as long as many aspects like the pilot interface stays the same. Battery technology improves constantly after all.
As an example, going from the current 200 km range to 400 could make it very useful in numerous regions certainly.
27 mins endurance (?) for $5 of power. Not bad. I rent a 172 and have been paying a $5/h fuel surcharge for the past few months due war in Iran - but at UK avgas prices 27 mins in my plane would be $55ish. Haven’t looked into the details but kind of crazy impact on economics of aviation if this size plane (10x 172 MTOW) can actually do useful short haul
> It uses electric motors for zero-emission short hops up to 124 miles and backup reserve generators for an extended hybrid range up to 300–500 miles.
I was wondering how they're gonna deal with alternate airports and "fuel" reserves, but it seems they also have generators on board (supposedly used in case of emergency / unplanned detours).
Electric aircraft that use normal propellers are significantly quieter than their combustion counterparts. Here's a short video of some takeoffs and landings from both.[1]
I live near an airfield that has been in operation for over a century. If I found airplane noise particularly annoying, I would have chosen somewhere else to live. I find loud cars & motorcycles to be worse, so I prioritized being away from busy roads.
I think pilots are of a similar mindset. New airfields are rarely built near populated areas, so what usually happens is that nearby land gets developed, people move there, then they try to get the airfield restricted or shut down. It's a similar story for other noisy businesses like outdoor gun ranges or race tracks. I can see how that creates resentment for those who enjoy such hobbies. They're probably thinking something like, "We were here first. Why should we have to change or leave?"
I do dislike that leaded gasoline is still common in general aviation, so I look forward to a future full of electric aircraft.
Denvers original airport was built in the "middle of no where", for noise reasons. Continue on for 30 years and lots of housing built up around it. People start complaining about noise. City decides to move the airport. Moves it 30 miles away, in the middle of no where (now DIA). Yep, you guessed it. People start building close to the airport, and then complain about the noise. I fully expect it to move again in 15-20 years
I'd be more worried about all the leaded gas that GA planes use.
Oh no, there are all these old engine that can't use unleaded gas. The hobby pilots just have no choice but to continually dust the surrounding area with lead vapors. They certainly can't be forced to update their engines/aircraft. Cry me a river.
All FedEx express packages in my area come and go via a dedicated twin-prop plane that flies 35 miles to the hub. I'm sending a package today, and $14 of the 54$ total is a fuel surcharge. I wonder if I will be seeing electricity surcharges in the future.
> Powered entirely by batteries, X1 used approximately $5 worth of electricity during its first flight
It's fun to look at the arithmetic behind this to pull out the assumptions. To lift a 25000 lb mass 1100 ft in the air requires just over 10kWh, but that's assuming no air resistance or friction, so let's triple the energy needed to 30 KWh.
Let's add another 10 kWh for forward distance covered (assuming it was mostly gliding). Then let's pad it up to 50kWh for anything else. If they say that was $5 in electricity that implies an electricity price of $0.10/kWh, which is possible with utility scale solar.
I'd guess the actual flight time was only 10 of the 27 minutes, 30 kWh used over 10 minutes is 300kW of peak power.
300kW seems very low compared to equivalent jet powered planes, which output an order of magnitude more power for a 30 seater plane. Even if the electric drivetrain is far more efficient than a jet engine it stretches credulity.
The jet planes are flying much higher and are loaded; I'm assuming this one was empty. That would account for the power discrepancy.
Finally, I think you might be still high on the power cost. $.10/kwh is retail cost in the PNW, they might be, um, bullshitting a little and have purchased power at a very good rate at a particular time just so they could say $5. They didn't say every flight would be $5. So energy could have been 3x more than you estimated.
Does anyone know if there is a theoretical limit for how energy dense a battery could be?
I wonder if there is a possible future where some sort of commercial long haul flights could be done by a fully electric plane. I've never gotten a great answer on this, and maybe we don't have an answer for certain since battery chemistry is some sense is still early days
Lithium air batteries theoretically can reach 10000-12000w/kg though they have only reached 1200w in labs so far. Gasoline is 13000w/kg. We don't need to match gasoline as it is inefficient.
CATL just got it's 500w/kg batteries for commercial aviation approved I am betting China is going to do the same with electric planes that it did with cars. They can't build a efficient enough jet engine to be competitive yet but they already can build the narrow body planes replace the jet engine with electric take over the market for short haul aviation once the battery densities cross 1000w/hr.
From what I remember on the topic, batteries are not yet remotely close to dense enough to enable long haul flights. Even hydrogen electric doesn't cut it, and hydrogen fuel is much denser energy wise than conventional batteries.
Perhaps if solid state batteries become cost effective to produce at scale that would change the feasibility, but someone else would have to chime in there.
GOOD POINT by my wife. Is there a super high density battery they could use just to have available to count for reserves even if it’s one time use. Just plan never to use it in normal flight.
Lithium-thionyl chloride (Li-SOCl₂)
Probably the most practical existing technology to investigate.
~500-700 Wh/kg at the cell level for some designs
Extremely long shelf life
Primary, so no recharge requirement
Very high energy density
Already commercially manufactured
At 120 miles of useful pure electric range, I can't imagine there are many US corridors where that pure electric range makes sense. That's still a range where the door to door time of a car can still win. I wonder why they don't push the idea of it being a hybrid more, as it seems to me a lot of useful routes are going to rely on the generators.
I'd love to see something that can do around 250mi. It would be nice to electrify transit in the Texas Triangle if we end up never being able to actually build useful HSR.
As someone who lives in the Great Lakes region - there are a ton of 100 mile flights that would take 4 hours to drive - often as the first leg in a two-flight trip. Also places like Denver -> Ski resorts (Vail/Aspen/Crested Butte) are 2 - 3hr drives, heavily dependent on road conditions all within the pure-electric range.
There's regular DEN to COS flights by United, every hour on the hour. Sometimes can be faster than driving, would be a great one to replace. Also ORD to MKE. A lot of small routes that are about 100 miles that are equally inconvenient to drive.
ORD to MKE is a 60-90 minute drive depending on traffic. When you account for going through ORD security, boarding, taxiing at ORD, etc. I'm not so sure that it's a win for travel time. Depends on where you're starting from in the Chicago area, I suppose.
Your DEN to COS suggestion would probably be quite popular for skiers coming in that want to avoid renting a car and would enjoy the electric hop to avoid a 2hr drive.
The real winning route would be two airports separated by ~100miles that still have a 3+hr drive, or two small regional airports where security time is negligible (that's certainly NOT O'hare, in my experience at least lol) Flights leaving GRB to northern Michigan would be perfect for this though since the alternative is to drive around Lake Michigan.
ORD to MKE is a (mostly) silly flight if that's your whole trip.
ORD to MKE is reasonable as part of a X -> ORD -> MKE one stop; at least when I was using MKE, I'd always need a stop (Midwest was too expensive for me) and ORD was an option, although I think I always went through DFW or PHX.
The best use case might be short flights over water or other geographic obstacles where driving routes might be much longer or impossible. Like Kahului Airport to Ellison Onizuka Kona International Airport for example.
They burn. But generally speaking, if the plane's structural integrity is degraded enough that the water gets into the battery casings, everyone onboard is probably already dead.
Maybe from mainland to islands if there's enough range for the round-trip. Otherwise many islands are not going to have the electrical infrastructure to handle the charging demands.
I would not expect the charging demands to be that big a deal on a plane this small, at least. I would guess the battery is about the same size as a modern long range electric pickup. A garden variety 400 kW fast charger would probably be sufficient. Surely any island big enough for a proper airport could handle that.
My guess is most of those are passengers from Milwaukee connecting in Chicago. You could take the train, but then you'd be in downtown Chicago, and have to take Uber or the El to O'Hare. That's a big hassle and takes a while.
>"At 120 miles of useful pure electric range, I can't imagine there are many US corridors where that pure electric range makes sense. That's still a range where the door to door time of a car can still win."
It's about feeding the existing network. Millions of people in the US live in places a 2+hr drive to the nearest major airport, but have plenty of smaller municipal fields nearby. Electric aviation could finally make it profitable and cheap enough to run those routes. It also opens the door to true commuter aviation becoming a thing, when you can offer short flights for the cost comparable to a train ticket, and operate out of small fields with small planes multiple times a day and no need for the whole TSA experience.
> Millions of people in the US live in places a 2+hr drive to the nearest major airport
If its >2 hour drive to the airport this plane probably isn't going to take you there on pure-electric power, that's my point. If you drive 65MPH for two hours, you've gone further than this thing can fly (on pure battery).
I agree these numbers are likely to improve. I'm purely thinking about this particular model at this particular time.
I'm mostly just wondering why they're making such a big point talking about this being a battery electric plane when the actual commercial variant they hope to sell will likely be mostly used like a plug-in hybrid (I'd imagine).
> The ES-30 is a conventional fixed-wing, 30-seat hybrid-electric regional airliner
Yeah, reading a bit more it does seem like this experimental version is to really test the battery electric components but the actual plane they're looking to put on sale seems to be sold as like a plug-in hybrid.
I'd be stunned if they put a MWh of battery on a plane. This plane in particular only has a range of 120 miles electric-only, so it probably has a pack roughly similar to a modern electric pickup. 200 kWh plus or minus.
By comparison, a regular regional jet probably has around 40 MWh of energy in jet fuel.
Agreed, a full size electric airliner is going to be a different beast entirely. On the bright side, by the time we crack that nut I hope we will be using battery technology with less combustion potential than even LFP.
I don't think there's really any avoiding the combustion potential of that much energy in a compact container. We can maybe hope to make it as safe as jet fuel.
Total energy is going to be comparable for aircraft with similar ranges, I don't think a lithium fire is any less unpleasant than a Jet-A fire for for anyone nearby.
Even if the batteries could be made entirely inert, the ability to deliver a plane sized slug of kinetic energy to a building of your choice retains most of the danger.
Even if that could be avoided, a plane must remain operational enough throughout all flights to avoid falling out of the sky.
It would take a large bomb to take out a whole bus load of passengers, a very small one to put safety critical systems of a plane out of action.
As much as I would appreciate this happening, I don't think electric planes are going to make it happen.
Not due to them being electric. It's possible that being this small they could use FBO rules more like private jet/charter operators, but even then I doubt that would be the normal case. These seem to make the most sense as a last mile connector to regional airports, in which you'd want them inside the security boundary when making your connection.
It would really suck to have to go through security after your first flight whenever you are connecting.
Interesting thought, but I'm not sure the (admittedly flammable & explosive) fuel load is the main threat posed by a hijacked aircraft — the large mass at velocity can still to major damage and casualties wherever it is crashed.
Plus, depending on the battery chemistry, that material could also create a serious fire; it is a lot of stored energy either way.
Nope, because we all know about the race to the bottom of all companies and the littlest crack or wiggle room will be used to save a penny and kill people.
Side note: Heart also has a weight issue here they'll need to overcome if they want to certify under FAR Part 23 (as their 19-pax spec implies); TOGW limit for that is 19,000 lbm.
I tried to run a napkin calculation, and that 5$ figure must be quoted per seat (30 seats). And a 'first flight' might be very very short, like 15 minutes of flying or less.
During certain hours of the day in California, electricity is essentially free due to solar overproduction, which sometimes causes negative wholesale prices.
Yes. Counterintuitive, but it make sense when you take all the factors into account (such that completely shutting down and then later restarting turbines may cost a generator more than paying someone to take power off their hands).
Yup. What people have to realize is that power generation has inertia and can be painful to start/stop. But also, the power output always has to match the power demand. If you don't, you get either brown outs or over voltages.
When you add sources like solar onto the grid, you end up with times of the day where high solar production pushes base load power generators to need to slow down or shutdown.
Yep. Last August the total cost to charge my car for the month was -10SEK of about -$1.05 US, as my energy company was trying to put load into its batteries at the times when the grid most needed it.
Grid had too much production and needed somewhere to put it, so they paid the GP to put the energy into GP's car.
On an electric grid, Supply and Demand must meet. When demand is low, you either reduce supply or increase demand and sometimes it's easier to increase demand.
Also, if you're supplying electricity, you may have reason to supply it even when the wholesale cost is negative. If you have production incentives not included in the wholesale price, you can be profitable at negative wholesale prices. (Things like green incentives, or base load incentives, or long term supply price guarantees)
If significantly reducing your output takes time or causes operational difficulties, it may be sensible to deliver at negative prices as you taper off. If you have a fuel shipment inbound and nowhere to store it, the negative wholesale price may be less expensive than cost to deal with the storage logistics.
Yes, if you’re a battery in the system. Basically discourages generation because there’s too much supply. But this generally doesn’t trickle to consumers afaik.
Easiest to understand with oil. During Covid the price of oil went negative. So you’d be paid if you bought that oil.
Sounds like a great deal right? But now you’re on the hook for receiving and storing that oil. That costs money, it’s not free. That’s why the price went negative - the seller was trying to offload and there were no takers at $0.
Around 15-20% of the cost of the lifetime of a jet aircraft is fuel. Electricity is much cheaper than fuel, so that would mean significantly lower ticket prices. Of course, such aircraft can only fly on routes shorter than their maximum range, so they will only compete with jets/turboprops on regional flights.
Even if the initial cost of an electric plane is higher than a combustion equivalent, the cost of the aircraft itself is only 5% of its lifetime cost. So an electric aircraft's purchase price could be twice as much and still represent a cost savings for an airline. And that's not even counting other advantages such as reduced maintenance needs for EVs.
VTOL aircraft have the same distance capabilities and make more sense in a lot more scenarios than this, with way more flexibility. It’s obviously larger but I’m just not sure of potential advantages over other modes of transport currently available and in the near future
I'm not so sure. I haven't seen a true regional airline class VTOL yet, mostly just demonstrators that carry a few people, at that. The fact that it's larger is actually very important, the economics of a regional jet replacement make far more sense than that of an air taxi. I also doubt the similar range claim, lifting an airframe directly into the air without wings is far, far less efficient than just taking off with the benefit of lift. They're also way more complex and would require additional training for pilots.
Further, noise restrictions will probably limit VTOL's to airports, never underestimate the NIMBY's. Note that demo videos of eVTOL's almost always have background music rather than ambient sound.
VTOL will not have the same distance capability because the 'vertical' flgiht is the most energy intesive. It's why there's designs like the Beta which transition from VTOL to fixed wing forward flight as soon as they can.
VTOL have other advantages of course in terms of operational flexibility, but where there's existing airfields, fixed electric would be more efficient
Also, at the size/scale of this aircraft (thirty passengers) any type of VTOL wouldd be even less practical
Aren't VTOL aircraft significantly more complex and riskier to operate than fixed-wing prop aircraft? There's certainly many fewer moving parts and tricky transitions from hover to airfoil flight regime.
A quick search of Osprey Class A mishaps puts it slightly ahead (better off) than Blackhawk or Super Stallion.
But a way worse record when compared to the fixed-wing C-130.
Both comparisons are per 100k flight hours.
Some of that risk can possibly be mitigated with a rotating engine, but fixed wing, similar to the Bell Valor. Possibly, because AFAIK, the Valor is the only plane like this and it's just a PoC.
that varies with the design (they could have small fixed wings). Beta have full-airframe ballistic parachutes i believe. That is feasible at least for smaller aircraft.
IIRC, the fastest and heaviest plane with a ballistic parachute system is the Cirrus jet, which is both lighter and slower than a typical commercial twin-engine turbo-prop (looked at the King Air and the Dash 8 to cover small corporate and larger commercial workhorse).
Not saying a parachute couldn't be designed to work, but there isn't an existing option today.
Air transport in general, not just this airplane, could benefit from a catapult or winch takeoff at airports. It could be electric, it would reduce the most energy-demanding part of flight and make takeoff safer.
They could also use electric tugs to and from the runway, not just at the terminal.
You could design in an electric autonomous-returning JATO-like system to allow for extended distance flights.
Oh, even better, you're always going to have enough propeller power to take off. Extremely high power-density batteries on a glider which detaches at cruising altitude and flies back to the airport? Oh, you fly even higher than normal before detaching to transfer even more energy into PE?
Hmm, shouldn't electric be able to fly even higher? But they're short range, so probably not worth it ... yet.
Largest in terms of takeoff weight. Wingspan is a pretty meaningless metric for "largest aircraft". By that logic the planes you linked are larger than a 737.
I wonder, if this can get approved or certified somehow now, if then modifications and improvements are relatively easy, as long as many aspects like the pilot interface stays the same. Battery technology improves constantly after all.
As an example, going from the current 200 km range to 400 could make it very useful in numerous regions certainly.
I was wondering how they're gonna deal with alternate airports and "fuel" reserves, but it seems they also have generators on board (supposedly used in case of emergency / unplanned detours).
1. https://www.youtube.com/watch?v=IXm4TnaXDWc
My local airport is so freaking annoying with all the Cessnas flying over our heads. I can't wait for electric to be the better choice.
I don't think most pilots realize how annoying they are in disturbing the peace.
I think pilots are of a similar mindset. New airfields are rarely built near populated areas, so what usually happens is that nearby land gets developed, people move there, then they try to get the airfield restricted or shut down. It's a similar story for other noisy businesses like outdoor gun ranges or race tracks. I can see how that creates resentment for those who enjoy such hobbies. They're probably thinking something like, "We were here first. Why should we have to change or leave?"
I do dislike that leaded gasoline is still common in general aviation, so I look forward to a future full of electric aircraft.
Denvers original airport was built in the "middle of no where", for noise reasons. Continue on for 30 years and lots of housing built up around it. People start complaining about noise. City decides to move the airport. Moves it 30 miles away, in the middle of no where (now DIA). Yep, you guessed it. People start building close to the airport, and then complain about the noise. I fully expect it to move again in 15-20 years
Oh no, there are all these old engine that can't use unleaded gas. The hobby pilots just have no choice but to continually dust the surrounding area with lead vapors. They certainly can't be forced to update their engines/aircraft. Cry me a river.
https://youtu.be/fEudbAjschs?is=707pjOJKf4chS4O2
It's fun to look at the arithmetic behind this to pull out the assumptions. To lift a 25000 lb mass 1100 ft in the air requires just over 10kWh, but that's assuming no air resistance or friction, so let's triple the energy needed to 30 KWh.
Let's add another 10 kWh for forward distance covered (assuming it was mostly gliding). Then let's pad it up to 50kWh for anything else. If they say that was $5 in electricity that implies an electricity price of $0.10/kWh, which is possible with utility scale solar.
I'd guess the actual flight time was only 10 of the 27 minutes, 30 kWh used over 10 minutes is 300kW of peak power.
300kW seems very low compared to equivalent jet powered planes, which output an order of magnitude more power for a 30 seater plane. Even if the electric drivetrain is far more efficient than a jet engine it stretches credulity.
Which of my numbers is off?
Finally, I think you might be still high on the power cost. $.10/kwh is retail cost in the PNW, they might be, um, bullshitting a little and have purchased power at a very good rate at a particular time just so they could say $5. They didn't say every flight would be $5. So energy could have been 3x more than you estimated.
I would note this line from the press release:
> its all-electric propulsion system delivered more than one megawatt of power.
I assume this was peak during takeoff.
I wonder if there is a possible future where some sort of commercial long haul flights could be done by a fully electric plane. I've never gotten a great answer on this, and maybe we don't have an answer for certain since battery chemistry is some sense is still early days
Perhaps if solid state batteries become cost effective to produce at scale that would change the feasibility, but someone else would have to chime in there.
Lithium-thionyl chloride (Li-SOCl₂) Probably the most practical existing technology to investigate. ~500-700 Wh/kg at the cell level for some designs Extremely long shelf life Primary, so no recharge requirement Very high energy density Already commercially manufactured
but why do you think this was a meaningful contribution to the discussion?
I'd love to see something that can do around 250mi. It would be nice to electrify transit in the Texas Triangle if we end up never being able to actually build useful HSR.
I wish them luck on continuing to try!
Your DEN to COS suggestion would probably be quite popular for skiers coming in that want to avoid renting a car and would enjoy the electric hop to avoid a 2hr drive.
The real winning route would be two airports separated by ~100miles that still have a 3+hr drive, or two small regional airports where security time is negligible (that's certainly NOT O'hare, in my experience at least lol) Flights leaving GRB to northern Michigan would be perfect for this though since the alternative is to drive around Lake Michigan.
ORD to MKE is reasonable as part of a X -> ORD -> MKE one stop; at least when I was using MKE, I'd always need a stop (Midwest was too expensive for me) and ORD was an option, although I think I always went through DFW or PHX.
See also: Boston and NYC to Cape Cod and the Hamptons.
The electric/green angle helps with these kinds of routes too.
Booze Cruise aka "Winetasting" for the tech crowd
Fly sustainable, guzzle some fermented bio grapes, ...
It's about feeding the existing network. Millions of people in the US live in places a 2+hr drive to the nearest major airport, but have plenty of smaller municipal fields nearby. Electric aviation could finally make it profitable and cheap enough to run those routes. It also opens the door to true commuter aviation becoming a thing, when you can offer short flights for the cost comparable to a train ticket, and operate out of small fields with small planes multiple times a day and no need for the whole TSA experience.
If its >2 hour drive to the airport this plane probably isn't going to take you there on pure-electric power, that's my point. If you drive 65MPH for two hours, you've gone further than this thing can fly (on pure battery).
I'm mostly just wondering why they're making such a big point talking about this being a battery electric plane when the actual commercial variant they hope to sell will likely be mostly used like a plug-in hybrid (I'd imagine).
> The ES-30 is a conventional fixed-wing, 30-seat hybrid-electric regional airliner
https://investors.beta.team/news-events/press-releases/detai...
that could make it much more convenient and appealing as a travel method
By comparison, a regular regional jet probably has around 40 MWh of energy in jet fuel.
Even if the batteries could be made entirely inert, the ability to deliver a plane sized slug of kinetic energy to a building of your choice retains most of the danger.
Even if that could be avoided, a plane must remain operational enough throughout all flights to avoid falling out of the sky.
It would take a large bomb to take out a whole bus load of passengers, a very small one to put safety critical systems of a plane out of action.
As much as I would appreciate this happening, I don't think electric planes are going to make it happen.
Nit: a lithium ion battery fire isn't a lithium fire, it's the electrolyte. Lithium ion batteries don't use elemental lithium. Thankfully.
It would really suck to have to go through security after your first flight whenever you are connecting.
Gasoline on the other hand …
Also, I'm not so sure the passengers involved would be thrilled at your suggestion.
Plus, depending on the battery chemistry, that material could also create a serious fire; it is a lot of stored energy either way.
So, I would not wait for it
Napkin math:
(27 minute flight) * (25000 lbm TOGW) * (Earth gravity) / (~10 average L/D) * (160 KTAS average) / (70% propulsive efficiency) / (97% coulombic efficiency) * ($50/MWh) = $30
(Add residual kinetic energy upon landing too)
Side note: Heart also has a weight issue here they'll need to overcome if they want to certify under FAR Part 23 (as their 19-pax spec implies); TOGW limit for that is 19,000 lbm.
Are you literally paid for agreeing to receive the energy?
When you add sources like solar onto the grid, you end up with times of the day where high solar production pushes base load power generators to need to slow down or shutdown.
I'm not sure I understood this sentence?
On an electric grid, Supply and Demand must meet. When demand is low, you either reduce supply or increase demand and sometimes it's easier to increase demand.
Also, if you're supplying electricity, you may have reason to supply it even when the wholesale cost is negative. If you have production incentives not included in the wholesale price, you can be profitable at negative wholesale prices. (Things like green incentives, or base load incentives, or long term supply price guarantees)
If significantly reducing your output takes time or causes operational difficulties, it may be sensible to deliver at negative prices as you taper off. If you have a fuel shipment inbound and nowhere to store it, the negative wholesale price may be less expensive than cost to deal with the storage logistics.
Sounds like a great deal right? But now you’re on the hook for receiving and storing that oil. That costs money, it’s not free. That’s why the price went negative - the seller was trying to offload and there were no takers at $0.
Even if the initial cost of an electric plane is higher than a combustion equivalent, the cost of the aircraft itself is only 5% of its lifetime cost. So an electric aircraft's purchase price could be twice as much and still represent a cost savings for an airline. And that's not even counting other advantages such as reduced maintenance needs for EVs.
You better start working on them now if you want them to be ready when they'll make economical sense, which might be in a not so distant future
And for medium haul they make sense if you can get beamed power working.
Further, noise restrictions will probably limit VTOL's to airports, never underestimate the NIMBY's. Note that demo videos of eVTOL's almost always have background music rather than ambient sound.
VTOL have other advantages of course in terms of operational flexibility, but where there's existing airfields, fixed electric would be more efficient
Also, at the size/scale of this aircraft (thirty passengers) any type of VTOL wouldd be even less practical
But a way worse record when compared to the fixed-wing C-130.
Both comparisons are per 100k flight hours.
Some of that risk can possibly be mitigated with a rotating engine, but fixed wing, similar to the Bell Valor. Possibly, because AFAIK, the Valor is the only plane like this and it's just a PoC.
Not saying a parachute couldn't be designed to work, but there isn't an existing option today.
They could also use electric tugs to and from the runway, not just at the terminal.
But, as a general thing? I don't see it happening. There's a TON of complexity in a catapult system.
Plus, the amount of spilled champagne in first class is going to ruin a lot of suits and blouses. Can't have that. ;)
Oh, even better, you're always going to have enough propeller power to take off. Extremely high power-density batteries on a glider which detaches at cruising altitude and flies back to the airport? Oh, you fly even higher than normal before detaching to transfer even more energy into PE?
Hmm, shouldn't electric be able to fly even higher? But they're short range, so probably not worth it ... yet.
But it's all on the ground.
"Largest" is just straight-up a false claim. [Solar Impulse](https://en.wikipedia.org/wiki/Solar_Impulse) and [Helios](https://en.wikipedia.org/wiki/AeroVironment_Helios_Prototype...) were electric and had over double the wingspan, just to name a few of the ~dozen examples.
Heart's engineers should be proud of this genuinely impressive accomplishment, but they need to rein in whoever is writing their PR pieces.
Largest in terms of takeoff weight. Wingspan is a pretty meaningless metric for "largest aircraft". By that logic the planes you linked are larger than a 737.