The World’s Largest Electric Aircraft Just Flew

The aircraft shown has a 100-foot wingspan and a 25,000-pound takeoff weight; the host says the electricity for its takeoff cost about $5. Forslund describes electric motors as simpler and quieter than jet engines, with fewer moving parts and little wear. He says jet engines are costly and inefficient on short routes, including during taxiing, takeoff, and landing.

Forslund traces the idea to his interest in aircraft and his work on jet engines, then describes researching airline needs before starting Heart. At YC, the company had letters of intent but little technology; it built a 400-kilowatt motor, which helped attract airline pre-orders and capital. A United Airlines inquiry that arrived in the company’s spam folder led to a customer relationship after the team demonstrated the motor.

Heart chose a conventional turboprop-like appearance while replacing the propulsion system. At its Los Angeles pilot plant, the team makes and tests components such as actuators that would traditionally come from suppliers. The facility functions as a test bench for aircraft systems and fault injection, while the battery lab compares cells on flight cycles, safety, cost, and energy density.

Forslund says battery-only aircraft need substantial reserves for diversion requirements, and batteries do not get lighter as fuel is consumed. Heart’s hybrid design uses a turboprop engine for extended range; Forslund describes up to 225 miles electrically and up to 500 miles with the hybrid system. He argues for an iterative approach that limits the impact of mistakes and emphasizes software and logic in aircraft safety.

Forslund says Heart is targeting the existing airline market, with up to 36 seats and established airport infrastructure, rather than the smaller flying-taxi market. He sees potential for lower noise and ticket prices to support more service from neighborhood airports. Longer term, he imagines larger aircraft and remote piloting, with autonomy advancing first in cargo.