The obvious question is who really wants this? 125 mile range? I just flew from Raleigh, NC to Zurich on a wonderful, brand-new Boeing B737Max9 with those superb US-made LEAP engines, quiet and very efficient. A plane that looks a lot like the failed Dash-7 can never compete with the Max or latest Airbus.
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Do you mean Zurich, Switzerland? That seems like a really long trip in a single-aisle airplane and seems to exceed the Max 9’s range of 3,300 miles. What airline was it?
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Icelandair. All Atlantic flights stop in Reykavik for a short change of planes. I fly to Zurich from RDU 1-2 times annually, which in the past has required long stopovers in horrible airports such as Philly or Newark. This new Icelandair flight provided the shortest total flight time ever, is quick in boarding and deplaning, and quiet. Ironically, my first flight to Europe, back in 1979, was on an Icelandair A300 to Luxembourg. I think that Icelandair will be a major disrupter in Atlantic flights with this system of smaller, efficient aircraft and a neat place to stop over. One can pause a flight for a few days visit in Iceland at no extra cost.
I don’t get it. But not supposed to I guess. With a full load, and that’s about the only way to make money, 125 miles. Assuming it can go about 200 mph, that only about 35 - 40 minutes before it’s out of electric gas. Then has to be reloaded. And with only 5 passengers less, it can then go 500 miles, hybrid I assume. Those five passengers they kick off must be some real heavy weights. And not planed certification for another five years. A lot happens between now and then…But, I wish them great success.
Who really wants this? Really? Just about every American who doesn’t live within 50 miles of a major airport. In case you don’t know, regional airports across the country have felt the pinch of airline consolidation. Quiet, efficient and climate friendly, and U.S. job creating. Funded privately. What is not to like?
Oh, look! They have re-invented the -7…only with 1/4 the range or 1/2 the passenger capacity and nothing even approaching short field capabilities. What could possible there be to criticize?
AHHHH…you doubters must have mistakenly thought airplanes are supposed to be able to be operated in a profitable transportation business operation.
If anyone wants to be foolish enough to play the green card: this is a perfect example of how we spend more and more money with more and more complex ways of doing more and more of the things they got us into this environmental mess in the first place.
Electric airplanes have a great future…just as soon as that ~100X improved miracle battery hits the market.
Horses for courses, apples to kumquats.
Kent chose to compare this plane - which is intended to fly up to 30 pax a few hundred miles - to the MAX-9. My point is that the MAX would be overkill for such a route, so why bring it up?
Yep, who wants to be the first to die on an electric commuter?
The ranges quoted illustrate one issue with the current technology. Unless the FAA changes its requirements, you need to be able to fly to an alternate after a missed approach, and then still have a reserve. The reserve requirements will severely limit the useful range of all-electric aircraft and air-taxis.
It seems so many of you miss the point. This isn’t the end product, it’s a start. When the first cars rolled out I’m sure the response was the same…my horse can go cross country, who wants an automobile that can only go across town?
This would be a great option if airlines started using these type of aircraft to pick up passengers up at small local and county airports around the country. Doubt they’d ever attempt something this useful. Imagine driving down the street to the local GA airport for a ride to the larger airports.
Why all the Sturm und Drang over this electric airplane? If you don’t like it, there’s a simple solution - don’t buy a ticket for it.
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I don’t understand the basis for the article’s claim that the HX-1 will be “the largest all-electric aircraft to fly”. On the basis of its 105-foot wingspan? Surely not: Solar Impulse 2 had more than twice the wingspan, at 236 feet. Even Solar Impulse 1, with its 208-foot wingspan, was larger. (Source: Solar Impulse, Wikipedia.)
I think it’s possible with government support. Societies bring people together to do amazing things. What’s needed here is a futuristic vision of what precisely is required. First of all we need dedicated facilities at a few chosen locations for the establishment of this commuter service. Each dedicated facility will need a 1500 meter maglev launch facility capable of accelerating the HX1 and it’s derivatives to approximately 170 knots at the end of a 25 degree launch angle with all electric propulsion at idle thrust just prior to release. Hopefully no power surges or blackouts during the launch sequence. Passengers will need to be very securely strapped in and possibly breathing O2 for a few minutes before Blast Off. No expectant mothers or unfit individuals would probably enjoy the launch. Really a minor inconvenience when wer’e talking about a new greener era of short haul transportation. No, trains don’t like crossing lakes and waterways so this might just be the solution. Let’s wait and see.
I’m still unsure how a hybrid powertrain is supposed to be beneficial in aviation. In automotive terms they help greatly with efficiency through regenerative braking alone, but there’s no regen happening in aviation. You climb, cruise, and descend. Going from fuel to electric to propulsion seems like it wouldn’t be beneficial, it may even be less efficient than just using the power turbine to drive a propeller through a gearbox, and a generator, wiring, battery and motor are definitely heavier than a gearbox. I’m purposefully not even getting into the range argument because that’s been done to death, I just don’t see from an engineering point of view how a hybrid airplane can be any better than one powered directly by its engine(s).