The manufacturer on Wednesday announced that its EL-2 Goldfinch demonstrator—a two-seat version of the design used in testing—achieved its first piloted “ultra-short” takeoff and landing, lifting off with just 170 feet of runway and touching down with under 114 feet ground roll.

During a test campaign, the aircraft, which utilizes a unique blown-lift design, flew as slow as 25 knots during takeoff and landing. It reached an altitude of 6,500 feet and maxed out with a flight time of one hour and 43 minutes.

Flights took place in April and May at Manassas Regional Airport (KHEF) and Warrenton-Fauquier Airport (KHWY) in Virginia and were piloted by Cody Allee, chief technology officer of ABSI Aerospace & Defense and a former U.S. Marine Corps pilot.

“The aircraft handling at low speeds has been exceptional and is matching our analysis well, building confidence in the predicted capability of the nine-passenger product design,” said JP Stewart, vice president and general manager of Electra. “We’ll continue to develop our technologies, including the ‘thrust-by-wire’ flight control system, to allow us to fly even slower on approach and further improve the STOL takeoff and landing performance in the ongoing test campaign.”

Electra’s Goldfinch demonstrator first flew in November during a test to assess aircraft systems and functionality. Teams then began expanding the flight envelope with slower operations and practicing takeoffs, landings, and approaches.

But the initial demonstration of eSTOL maneuvers represents a major milestone for Electra. The company has made the ability to take off from soccer field-sized spaces the calling card of its flagship model, which like the Goldfinch makes use of blown-lift technology.

Electra envisions the eSTOL serving as a quieter, lower-emissions alternative to helicopters, with fewer infrastructure requirements than fully electric aircraft. It is expected to have a range of 500 sm (434 nm) and cruise at 200 mph (175 knots), faster than most rotorcraft. Use cases will range from passenger transport and on-demand urban air mobility services to cargo logistics, humanitarian aid, and disaster response, the manufacturer says.

To amplify lift, eight electric motors on the wing’s leading edge guide air flows over the wing into large flaps and ailerons, which direct them downward. The result, Electra says, is the ability to take off and land at speeds as slow as 35 mph, reducing the runway requirement to one-tenth that of conventional aircraft.

The eSTOL can be flown in hybrid or all-electric mode. It draws power from a combination of a turbogenerator and battery packs, with the former designed to power cruise flight and the latter takeoff and landing. The manufacturer says this keeps fuel burn and maintenance costs low. The turbogenerator—built to support sustainable aviation fuel, e-fuels, and hydrogen—can also charge the batteries during flight, making ground-based charging systems optional.

Electra hopes to introduce the nine-passenger model to the commercial market by 2028 as a multiengine, Level 3, low-speed airplane under FAA Part 23 regulations.

The company in January surpassed 2,000 aircraft preorder sales, with customers including U.S. operators JSX and Bristow Group and India’s JetSetGo. It also has aircraft testing and development contracts with the U.S. Army, Navy, and Air Force, which are exploring potential military use cases for the design.

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According to Electra, the aircraft is able to operate with ground rolls of 150 feet, capable of carrying up to nine passengers or 2,500 pounds of cargo, and sports a range of 500 nm.

The company did not announce the contract amount that was awarded under the Naval Air Systems Command (NAVAIR) but said it is expected to continue through the end of the year.

“The contract allows Electra to partner with the U.S. Navy and its stakeholders to explore the use cases for Electra’s eSTOL technology, as well as potential aircraft configuration extensions, to enhance the efficiency of delivering military logistics services in environments with minimal infrastructure or other operational challenges,” Electra spokesperson Barbara Zadina told FLYING.

• READ MORE: Electra.aero Nabs $1.9M Army Contract for Electric Aircraft Testing

The contract announcement comes days after the company reported the U.S. Army had issued a $1.9 million contract to experiment with the hybrid-electric aircraft to perform powered wind tunnel testing.

“With our differentiated combination of hybrid-electric propulsion and a blown fixed wing, we can offer Pacific theater-relevant payloads and ranges, and the ability to operate from rough, soccer-field-sized spaces as well as many naval vessels and adjacent assets, all from day one,”  Ben Marchionna, Electra’s director of technology and innovation, said in a statement. 

• READ MORE: Electra.aero Surpasses 2000 Orders for Hybrid-Electric Aircraft

In addition to logistic utility, the company said the eSTOL aircraft could also enable expeditionary power generation, mesh networking, and potentially serve as an essential node for Joint All-Domain Command and Control (JADC2) employment.

“These are all game changers for force modernization initiatives within the Navy and Marine Corps,” Marchionna said.

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The Army on Thursday awarded a $1.9 million Small Business Innovation Research (SBIR) contract to Electra.aero, the manufacturer of a nine-passenger, hybrid-electric short takeoff and landing (eSTOL) design, to perform powered wind tunnel testing.

Similar to Electra’s other SBIR and Small Business Technology Transfer (SBTT) Phase II and III engagements with AFWERX, the innovation arm of the U.S. Air Force, the Army contract is a quid-pro-quo arrangement.

Electra will get the opportunity to leverage military test facilities as it collects data that will inform aircraft design and development. The Army, meanwhile, can explore the eSTOL’s unique capabilities—such as its miniscule runway requirement—for logistics operations in “contested” environments.

“There is a substantial benefit to employing the right-sized aircraft for a given payload-range mission,” said Ben Marchionna, director of technology and innovation at Electra. “Many of the most commonly deployed military logistics solutions in use today are flown well below their intended payload capacity. Our eSTOL aircraft can fulfill these missions while using dramatically less fuel, providing much more range, operating at significantly reduced noise levels, and utilizing the same constrained operational ground footprints.”

According to Electra, the eSTOL cruises at 175 knots and is capable of carrying up to nine passengers or 2,500 pounds of cargo. The company claims it will have more than twice the payload, 10 times the range, and 70 percent lower operating costs compared to electric vertical takeoff and landing (eVTOL) alternatives, while offering lower noise and fuel consumption.

The aircraft has a range of 500 nm for commercial use cases. But with range extensions, the Army will be able to fly it for 1,000 nm.

The defining feature of Electra’s design is its use of blown-lift technology, which redirects slipstream flows over the aircraft’s wings into large flaps and ailerons. By “multiplying lift,” as Electra puts it, the eSTOL can take off at just 35 mph, reducing the runway requirement to 150 feet.

Electra says it is the first manufacturer to deploy blown lift in an aircraft with a distributed electric propulsion system. That system takes the form of eight electric motors powered by a turbogenerator. The latter can run on both electricity or traditional aviation fuel and recharges the aircraft’s batteries in flight. Because of this, airports will not need to install electric aircraft chargers to accommodate it, Electra says.

The manufacturer intends to certify its flagship model as a fixed wing aircraft under FAR Part 23 and EASA CS-23, allowing it to be operated with a standard fixed wing pilot’s certificate. That removes a key hurdle facing the eVTOL industry, which will need to train a new generation of powered-lift-certified pilots under FAA proposals.

The Army will be one of the earliest users of the eSTOL, but Electra has plenty of commercial arrangements lined up. Those include more than 2,000 preorder sales of its flagship aircraft to major customers, among them American operators Bristow Group and JSX and India’s JetSetGo

This week, the manufacturer announced a partnership with Wilbur Air, the newly formed operator subsidiary of Australian vertiport developer Skyportz. Electra and Skyportz in 2021 signed a letter of intent for 100 aircraft.

Electra expects to begin eSTOL deliveries in 2028 following certification.

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The company over the weekend announced the establishment of Wilbur Air, a wholly owned subsidiary that will operate drones, air taxis, and other electric and hybrid aircraft across the future Skyportz network. 

Wilbur will have “priority access” to vertiport locations being developed across Australia. Several partners will provide aircraft to the new company to enable drone delivery, short- and long-distance passenger travel, and other AAM services.

“Wilbur Air will be establishing operational partnerships across Australia with existing small charter and helicopter companies interested in moving into advanced air mobility and flying under the Wilbur Air brand with priority access to our Skyportz vertiports,” said Clem Newton-Brown, founder and CEO of Skyportz and Wilbur Air.

American manufacturer Electra.aero is the first aircraft partner Wilbur Air has announced. The company and Skyportz signed a letter of intent (LOI) in 2021 for 100 Electra hybrid-electric short takeoff and landing (eSTOL) aircraft.

Even among electric aircraft, Electra’s eSTOL is unique in that it can take off or land in an area as small as a soccer field. According to the manufacturer, it is the first company to deploy blown lift technology using distributed electric propulsion. Blown lift redirects slipstream flows over the aircraft’s wings into large flaps and ailerons, reducing its runway requirement to just 150 feet.

Electra in January said it surpassed 2,000 orders for its flagship aircraft, including large purchase agreements with American operators Bristow Group and JSX and India’s JetSetGo.

“Our sustainable eSTOL aircraft is perfectly suited for Australia’s diverse geography, with its ability to access short airstrips in both urban and remote areas while offering exceptional operational efficiency,” said Marc Ausman, chief product officer of Electra.

Newton-Brown, meanwhile, pointed to the eSTOL’s long range—about 434 nm—as a factor that could open up potential use cases for Wilbur.

Additionally, the aircraft cruises at 175 knots and can carry nine passengers or up to 2,500 pounds of cargo. According to Electra, it has twice the payload, 10 times the range, and 70 percent lower operating costs than designs that take off vertically, such as electric vertical takeoff and landing (eVTOL) air taxis.

Another advantage is the eSTOL’s hybrid-electric configuration. Because it uses hybrid power to fuel up and recharge its batteries during flight, airports won’t need electric charging infrastructure to accommodate it.

Electra intends to begin eSTOL deliveries in 2028. The company envisions a wide range of use cases for the aircraft, including passenger transport, on-demand urban air mobility, defense, cargo logistics, executive transport, humanitarian aid, and disaster response.

According to Newton-Brown, Wilbur intends to announce more aircraft partners in the future, expanding its fleet with aircraft that “suit a range of uses that we intend to operate.”

Although Skyportz will give its subsidiary priority access to its network of vertiports, the company’s goal is to “break the nexus between aviation and airports” for other operators. Many AAM infrastructure developers are looking to install vertiports at airports or FBOs, but Newton-Brown believes the industry should reduce its reliance on those sites.

“We are working with governments, air regulators, and communities to establish the parameters for the introduction of vertiport infrastructure and short takeoff and landing runways,” said Newton-Brown. “If all the aircraft do is fly from airports and helipads, then there will be no revolution. We need to start developing vertiports in new locations now.”

Last week, the Australian Association for Uncrewed Systems, the country’s largest AAM industry advocacy group, released its Industry Vision for the integration of eVTOL, eSTOL, drones, and other emerging aircraft into the country’s ecosystem. Like the FAA’s Innovate28 blueprint or U.K. Civil Aviation Authority’s Future of Flight action plan, it seeks to position Australia at the forefront of the AAM industry.

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The Houston-based operator on Wednesday placed a deposit on early delivery positions for five hybrid-electric, ultra-short takeoff and landing (eSTOL) aircraft from manufacturer Electra.aero. The companies signed a memorandum of understanding for the preorder of up to 50 aircraft in 2021, and Bristow is expected to be Electra’s principal launch operational customer.

“This cash deposit is a real show of confidence in our eSTOL aircraft and a validation of our development roadmap,” said John S. Langford, chair and CEO of Electra. “Bristow is a true AAM leader, and we look forward with anticipation to the future delivery of our aircraft to Bristow’s fleet.”

Bristow will use the eSTOL aircraft to offer zero-emission, regional air mobility (RAM) passenger services, with routes spanning 50 to 500 sm (43 to 434 nm). The design can take off and land in locations as small as 300 by 100 feet—less than the size of an American football field—which opens up operations out of remote or underutilized airports.

Electra achieves this through a unique blown-lift architecture, wherein slipstream flows are directed back over the wings into large flaps and ailerons, which direct the flows downward to augment lift. According to the company, this allows the aircraft to takeoff at “neighborhood driving speeds,” shortening the runway requirement.

“Bristow looks forward to being among the first AAM companies to add the Electra eSTOL aircraft to our fleet and offer our customers the advantages of this new class of aircraft,” said Dave Stepanek, executive vice president and chief transformation officer of Bristow. “Electra’s eSTOL aircraft aligns perfectly with our vision, while enabling new markets at substantially lower operating costs.”

Bristow’s deposit comes just a few days after a major milestone for Electra: the maiden voyage of its EL-2 Goldfinch demonstrator, which was unveiled in June. The company claims the 23-minute, 30 sm (26 nm) flight was the “world’s first” of a hybrid eSTOL design.

The aircraft’s eight electric motors run on a small turbogenerator, which uses hybrid-electric power to recharge its batteries. Electra says this reduces emissions (by 30 percent) and noise (75 dBA at 300 feet, equivalent to a vacuum cleaner) below those of traditional airplanes or rotorcraft. There’s also the benefit of added range and payload, stemming from the eSTOL’s lack of reliance on ground-based electric chargers and the reduced energy requirements of blown lift.

Unlike air taxis manufactured by Joby Aviation or Archer Aviation, for example, Electra’s design uses fixed wings and rigid propellers, so there is no hover or transition to forward flight. The configuration gives it a path to be certified as a multiengine, Level 3, low-speed airplane under FAA Part 23 and be operated with a standard pilot’s certificate in the airplane category.

Electra’s isn’t the only electric aircraft design Bristow has looked to snap up over the past few years.

In 2021, the helicopter operator announced a partnership with the U.K.’s Vertical Aerospace for the delivery of up to 50 VA-X4 air taxis, positioning them as some of the earliest additions to the firm’s eVTOL fleet. The following year, it added an order for up to 50 Lilium Jets and another for as many as 55 Alia-250s from Beta Technologies.

More recently, Bristow in September placed deposits for the early delivery of five Elroy Air Chaparral cargo drones, the first shipment of its preorder for up to 100 aircraft. Just a few days later, the company agreed to order as many as 80 Volocopter VoloCity air taxis, placing a firm order for two of them.

The operator’s other commitments include 20 to 50 Butterfly eVTOLs from Overair and 100 air taxis from Embraer subsidiary Eve Air Mobility.

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Aircraft manufacturer Electra.aero’s EL-2 Goldfinch demonstrator pays homage to its namesake’s golden hue. Unlike a bird, however, the hybrid-electric ultra-short takeoff and landing (eSTOL) aircraft took off from the runway like a conventional plane once on Nov. 11 and again on Sunday, marking its inaugural flights.

The former was an all-electric test. But Electra said the latter was the eSTOL design’s first in hybrid configuration. Both flights were piloted by Cody Allee, chief technology officer of ABSI Aerospace & Defense and a former U.S. Marine Corps pilot, at Manassas Regional Airport (KHEF) in Virginia.

“The first hybrid flight lasted 23 minutes, reached an altitude of 3,200 feet, and covered a distance of approximately 30 miles,” said JP Stewart, vice president and general manager of Electra. “We’re looking forward to further expanding the envelope of this aircraft and demonstrating the full capability of Electra’s technology.”

Electra said its two-seat Goldfinch demonstrator is the first blown-lift aircraft that uses distributed electric propulsion and a hybrid-electric propulsion system. Blown lift directs slipstream flows back over the wing into large flaps and ailerons. This directs flows downward to “multiply” lift, allowing the eSTOL to take off and land at “neighborhood driving speeds.” By the company’s estimate, the demonstrator needs just 300 feet of runway.

Unlike the tiltrotor design common to electric vertical takeoff and landing (eVTOL) models, Electra’s eSTOL has no hover or transition phase because it relies on fixed wings and rigid propellers. In addition to removing complexity from the design, the fixed-wing architecture gives Goldfinch a path to be certified as a multiengine, Level 3, low-speed airplane under FAR Part 23 and be operated with a standard pilot’s certificate in the airplane category.

The aircraft’s eight electric motors run on a small turbogenerator that uses hybrid-electric power to recharge its batteries. Electra says this reduces emissions (by 30 percent) and noise (75 dBA at 300 feet, equivalent to a vacuum cleaner) below those of traditional airplane or rotorcraft. There’s also the benefit of added range and payload, stemming from Goldfinch’s lack of reliance on ground-based electric chargers and the reduced energy requirements of blown lift.

The Goldfinch demonstrator that flew this month is a predecessor to Electra’s flagship, nine-passenger model for commercial and government customers. That full-scale design is expected to cruise at 175 knots for up to 500 sm (434 nm), while carrying twice the payload (up to 2,500 pounds) of eVTOL designs with the same energy requirements.

Its runway requirement is projected to be even shorter—just 150 feet, half the length of a football field. And all of this comes with the promise of 70 percent lower operating costs than “vertical alternatives.”

“The aim of Electra is to fill a gap in air travel between 50 and 500 miles, where most trips today are made by automobile,” said Electra founder and CEO John Langford. “The key to saving time is to operate close in, which means getting in and out of small spaces quietly and safely, while still being fast enough to cover long distances. Electra will be able to take you from downtown Manhattan not only to Kennedy Airport [KJFK], but to Washington, D.C. It will bring air service to thousands of communities where air travel today is not a practical or affordable option. It also opens vast new opportunities for middle-mile cargo logistics.”

The company so far has a backlog of more than 1,700 preorders of its flagship model from more than 30 customers, which it values at about $6 billion. Customers include Houston-based helicopter provider Bristow Group, airline Ravn Alaska, and Latin American on-demand private aviation platform Flapper. It also has plans to fly in Asia, Australia, and the Middle East.

In addition, Electra is developing a Goldfinch prototype for the U.S. Air Force under a contract with AFWERX, the department’s innovation arm. The agreement, worth up to $85 million, will see Air Force pilots take the aircraft out for testing and validation of operational use cases.

The Air Force has been a valuable partner for Electra, which as of August had six active Small Business Innovation Research (SBIR) and Small Business Technology Transfer (SBTT) Phase II and III contracts. Those agreements have allowed it to mature Goldfinch’s blown-lift aerodynamics, hybrid-electric powertrains, flight controls, and other features.

In addition to passenger transport, on-demand urban air mobility services, and defense applications, Electra expects Goldfinch to handle cargo logistics, executive transport, humanitarian aid, disaster response, and a variety of other use cases.

While the full-scale Goldfinch’s FAA certification isn’t expected until 2028, Sunday’s test flight was a promising development for Electra as it seeks to establish a new mode of regional transportation.

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The company last week announced it secured an undisclosed investment from climate technology fund Statkraft Ventures to support the development and commercialization of its production aircraft, which is expected to require just 150 feet of takeoff and landing space.

Statkraft, a venture capital fund focused on sustainable energy transition, is committed to decarbonizing transportation by investing in emerging technologies that reduce emissions and will bolster Electra’s efforts to launch as soon as 2028.

“Statkraft brings a deep commitment to supporting companies and technologies that reduce emissions and address the threat of climate change,” said John Langford, founder and CEO of Electra. “We are honored to have Statkraft on our team and look forward to learning from their insight and experience.”

Concurrently, Electra said it has now signed and fully executed its partnership with the U.S. Air Force’s AFWERX innovation division. The agreement will award the startup a Strategic Funding Increase (STRATFI) worth up to $85 million and support development and testing of its full-scale, preproduction prototype, which the Air Force will use to validate requirements and operational use cases.

The STRATFI deepens Electra’s relationship with Agility Prime, a subdivision of AFWERX dedicated to emerging lift technologies. It also builds on the firm’s six active Air Force Small Business Innovation Research and Small Business Technology Transfer Phase II and III contracts. Those agreements allowed Electra to mature its eSTOL’s hybrid-electric powertrains, blown-lift aerodynamics and acoustics, flight controls, and other features.

In June, Electra unveiled its full-scale, hybrid-electric technology demonstrator, which is expected to begin flying this summer, a year later than originally planned. While the demonstrator features two seats, the company’s full-scale production model will carry up to nine passengers and a pilot, or up to a 2,500-pound payload.

The full-scale design will be built for operations from soccer field-sized spaces. It achieves this through a technology called blown-lift: Eight electric propellers mounted under the leading edge of the aircraft’s fixed wings direct slipstream flows back over the wing into large flaps and ailerons. This directs the flows downward, giving the aircraft enough lift for STOL from runways as short as 150 feet—despite its 9,000-pound weight.

For power, the design’s engine relies on a hybrid-electric powertrain with internal battery-charging capabilities, eliminating the need for ground infrastructure. It is expected to have a 400 nm range and a top cruise speed of 175 knots, creating just 75 dBA of noise when flying at 300 feet—that’s around the volume of a typical vacuum cleaner.

Electra’s aircraft will fly short regional routes in both urban and remote locations, offering a quicker, eco-friendly alternative to road trips. It will occupy the same spaces as vertical takeoff and landing (VTOL) air taxi services such as Joby Aviation and Lilium. But the company claims its aircraft will deliver more than twice the payload and 10 times the range of “vertical alternatives,” while operations will cost 70 percent less.

In addition to passenger transport and on-demand urban air mobility services, the startup expects its aircraft to handle cargo logistics, executive transport, humanitarian aid, disaster response, and a variety of other use cases.

To certify it, Electra is working with the FAA’s Center for Emerging Concepts and Innovation (CECI) and its Atlanta Aircraft Certification Office to define specific plans, checklists, and safety considerations. 

But unlike many eVTOL aircraft, Electra’s design has no tilting wings and rotors and no hover or transition phase, charting a simpler path to certification. The goal is to certify it as a multiengine, Level 3, low-speed airplane under FAA Part 23. And to fly it, Electra expects pilots will only need a standard fixed-wing license.

An initial prototype of Electra’s production aircraft is planned to fly in 2025. FAA certification is expected to follow in 2028, two years later than the original target.

“We are excited to partner with Electra as they are leading the change towards more sustainable aviation,” said Alexander Kueppers, managing director at Statkraft. “Their visionary approach and groundbreaking technology to electrify aircraft, reducing operating costs and emissions at the same time, align perfectly with Statkraft Ventures’ mission to support innovative startups that drive the transition to a low-carbon economy.”

The Norwegian venture capital firm’s funding will add to a January 2022 investment by aviation titan Lockheed Martin. Electra has also seen a growing number of preorders, with commitments for over 1,200 deliveries to more than 30 global customers, including existing operators and new entrants.

At launch, Electra has agreements to fly in the Middle East, Asia, Latin America, and Australia, among other locations. It ranked 25th on the most recent AAM Reality Index from SMG Consulting, which assesses the funding, leadership, technology, certification, and production capabilities of AAM manufacturers.

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Electra.aero unveiled the eSTOL (electric short takeoff and landing) demonstrator at a special ceremony at 5 p.m. EDT Monday to present the concept and answer questions about both the technology and vision for its future use. According to the company, the aircraft represents the first use of blown lift using distributed electrical propulsion, allowing the airplane to to take off and land in short distances.

The two-seat airplane utilizes eight motors and an internal hybrid-electric power generator to recharge its battery system. The company plans to put the aircraft into a full flight test program this summer as it works towards a nine-seat production model. The production version is expected to begin testing in 2025. In all, the company anticipates the final version to carry 2.5 times the payload and exhibit a 10-times-longer range with 70 percent lower operating costs than vertical takeoff alternatives. Electra.aero claims this will transpire “with much less certification risk, proving that climate-friendly technology can also be cost-effective.”

• READ MORE: Electra eSTOL Developer Acquires Airflow

“In the three years since we founded Electra, we’ve designed our eSTOL aircraft, validated our blown-lift technology with a subscale demonstrator, and run a fully integrated test of our 150-kilowatt, hybrid-electric generator at full scale,’’ said John Langford, founder and CEO of Electra.aero. “Now we’re ready to test the entire system with this technology demonstrator aircraft. We can’t wait to fly this plane and show the world what our eSTOL aircraft can do.”  

Electra expects a 1,900-pound passenger and cargo load capacity, and it’s shooting for a 434 nm (500 sm) range.

Certification and Investor Backing

The idea is to give operators the best of both worlds—airplane and rotorcraft—with the capability to use similar spaces to land and take off. Entry into service is hoped for 2028, with the company seeking FAA Part 23 type certification by that time. Electra’s financial backing comes from a recent $30 million funding award from the U.S. Air Force as part of a total of $85 million it can draw from. The company also holds letters of intent from more than 30 potential customers, with a valuation of $4 billion if fully realized.

“Electra was founded to build electric aircraft that make sense,” said J.P. Stewart, vice president and general manager for Electra. “We are meeting market demand for cleaner, cost-effective aircraft that can fly people and cargo closer to where they want to go, and this technology demonstrator aircraft will prove that our eSTOL technology makes that possible.” 

Launch partners Bristol and Southern Airways were on hand for the rollout, along with representatives from the Air Force’s Agility Prime program. Ground tests will continue this month, with first flight anticipated later this summer.

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The Air Force award combines private investment, government funding, and matching Small Business Innovation Research (SBIR) funding for Electra’s development of the new aircraft. The latest contract follows Electra’s six active Air Force SBIR and Small Business Technology Transfer (STTR) contracts that have funded development of eSTOL’s main characteristics, including distributed electric propulsion, blown lift aerodynamics, precision flight controls, and hybrid-electric powertrains.

• READ MORE: Electra eSTOL Developer Acquires Airflow

The Virginia-based aerospace company has been developing a hybrid STOL aircraft that it says can operate from fields the size of a soccer pitch or a parking lot. Electra says its eSTOL “represents a new class of aircraft, characterized by helicopter-like operational flexibility with performance and operating costs better than comparable fixed-wing aircraft.”

The company said it designed the eSTOL to operate in a range of environments from busy urban areas to remote strips. The aircraft’s potential missions include cargo and executive transport, urban and regional air mobility, humanitarian assistance and disaster response. Electra said it has received more than 1,000 orders for the eSTOL.

• READ MORE: USAF Flight Tests LIFT’s Hexa eVTOL

“There is a significant gap in the Joint Force to provide logistics and sustainment to widely dispersed units across large contested geographical areas at the tactical edge,” said Ben Marchionna, Electra’s director of technology and business development. “Electra’s eSTOL is ideally suited to serve as a small highly fuel-efficient airlifter that helps the Air Force execute its Agile Combat Employment doctrine and meet its operational energy goals to reduce aviation carbon emissions.”

In spirit, the eSTOL takes over where older STOL aircraft like the Cessna L-19 Bird Dog and Helio Courier left off decades ago. However, its larger size and lifting capacity helps it fill the space between traditional small, short-field utility aircraft and larger airlifters that need longer runways. 

• READ MORE: The Clandestine Legacy of the Helio Twin Courier

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Electra—backed by NASA and the U.S. Air Force—says the deal opens the door to scale up faster in its mission to help decarbonize aviation. The California-based Airflow began three years ago as a startup by five former team members of the Airbus Vahana project to develop a prototype for a light electric vertical takeoff and landing (eVTOL) aircraft.

Electra has been developing a hybrid eSTOL aircraft that can take off and land within two vehicle lengths—which essentially allows the use of parking-lot sized spaces as potential landing and takeoff zones. “The approach we’re taking is to use the wing for the whole flight,” Electra CEO John Langford told FLYING Wednesday at this week’s UP.Summit in Bentonville, Arkansas. 

“We think: Use the wing the way God intended wings to be used. Which is as a thrust multiplier, right? Essentially what the wing does is allow you to have a lot less thrust in your propulsion system than you have to have to lift something vertically. That’s power. That turns into energy in the system. So the efficiency is all on using a wing if you can.”

To achieve such short takeoffs and landings, the aircraft uses a blown-lift approach, “which is not new,” Langford said. “The idea of actively blowing the wing is something that’s been around from the ‘60s.”

Langford said it’s a concept that hasn’t been as useful in the past as it is now.

“The reason that you’ve never seen it in service, I think, is two things,” Langford said. “One is when you optimize on the really short endurance you do give up some cruise performance. For a really long-range mission like the Air Force was trying to do [in the 1970s] on the Advanced Medium STOL Transport [project], it turned out to be easier to spend on a longer runway for a lot of their applications. But with urban and regional air mobility (UAM/RAM) now your missions are short range, so you’re not trying to fly thousands of miles, you’re trying to fly dozens to hundreds of miles.”

The second reason, Langford said, is distributed electric propulsion works best with this concept, and it didn’t for traditional airplanes. “One of the places where electric does appear to make sense is distributed electric, where putting a lot of small propulsors along the leading edge of the wing is actually a job that electric does quite well, and it’s something that turbofans or pistons do very poorly.”

• READ MORE: Why Are So Many Aviation Innovators Meeting in Arkansas?

Aircraft Specifics

Electra’s hybrid eSTOL is designed to carry a pilot and nine passengers—or 1,800 pounds of cargo. Expected maximum range: 500 sm (434 nm). 

The company says its technology delivers 2.5 times the payload and 10 times longer range, at 70 percent lower operating costs than “vertical alternatives.” The deal increases Electra’s order book to nearly 800 units, which the company says is beyond break-even for commercial development. The eSTOL will operate with sustainable aviation fuels (SAF), Electra says, burning a third less fuel than conventional aircraft. 

Interestingly, Airflow comes to Electra with a strategic partnership in place with Plug Power (NASDAQ:PLUG)—which uses renewable energy to produce hydrogen fuel. Plug Power aims to produce 500 tons of green hydrogen daily by 2025. There’s no word on whether Electra has plans to develop aircraft powered by hydrogen fuel cells. 

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