Electric aircraft
Update on electric-powered aircraft programs.
By Owen Davies
Contributing Writer
When we last looked at electric aircraft, Lilium was assembling the first of 7 jets to be used for certification testing, and Volocopter hoped to begin service in Paris this year.
Today, Lilium is no more, and Volocopter is making a comeback after declaring insolvency. There is much other news as well. Here is the current state of play in electric aircraft, beginning with the heavyweight airframers and their subsidiaries.
Airbus
Four years ago, Airbus Helicopters set out to build the electric vertical takeoff and landing (eVTOL) CityBus. In 2025, it planned to continue flying the 4-seat prototype CityAirbus NextGen.
The program died in January when management decided that batteries were not gaining power density fast enough to support urban air mobility (UAM) on the company’s schedule.
The parent company has reset its ZEROe program, which aimed to deliver a clean-sheet hydrogen-powered airliner by 2035. It is now focusing on a fuel-cell electric “Liquid Hydrogen BreadBoard” – a technology demonstrator slated to begin ground testing in 2027.
Boeing
The OEM’s electric aircraft derive their energy from hydrogen fuel cells. In 2008, Boeing’s 2-place demonstrator became the first piloted airplane to fly using only fuel cells for power. By 2021, the company had developed a new type of composite cryogenic fuel tank, lighter than other alternatives.
Subsidiary Aurora Flight Sciences is now working on the SKIRON-XLE – a long-range, H2-powered recon drone.
Boeing has also partnered with SEDC Energy and carbon-removal specialist Equatic to collect CO2 from seawater, producing 10 tons of green hydrogen per year. The hydrogen will go toward making “green” sustainable aviation fuel (SAF).
Embraer
The Brazilian aircraft OEM is developing 2 concepts – a hybrid-electric regional airliner in 19-, 30-, and 50-pax versions, and a fuel-cell aircraft in the same sizes. Both technologies offer ranges up to 600 nm.
Embraer expects the hybrid-electric technology to be ready some time after 2030, with the fuel-cell technology ready in 2035. The company estimates that any of these would cut CO2 and other emissions by 15%.
NASA
After 9 years of development, the X-57 Maxwell all-electric-aircraft has been axed. It was a modified Tecnam P2006T planned as a battery-electric design with 14 electric motors, including 12 high-lift props.
NASA execs associated with the program are declaring it a success owing to its advances in electric propulsion technologies. This program closure is being blamed on the many technical issues remaining to be resolved within tight time limits.
AIR
Based in Haifa, Israel, this eVTOL developer scored a significant first this September, when FAA granted experimental aircraft certification for its 2-place AIR One. This should bring full certification much closer. It also opens the craft to operation by private pilots.
Acceptance as a light sport aircraft under FAA’s recent Modernization of Special Airworthiness Certification (MOSAIC) ruling is expected to broaden the market for the 135-kt aircraft. A range of 95 nm makes the AIR One practical transportation.
AIR has not announced a price for the vehicle since the first 10 customers exhausted its offer at $150,000. However, FLYONE, in Australia, is offering it for AU$350,000 – roughly US$227,000.
Archer
Over the past year or so, this leading eVTOL developer has been busy. In September, its Midnight aircraft took a test flight to 7000 ft, covering 48 nm at speeds topping 109 kts. In October, it partnered with the Cleveland Clinic in Abu Dhabi to build the UAE’s first hospital-based vertiport.
Bidding roughly $21 million, it won the competition for some 300 patents formerly owned by Lilium. Then Korean Air contracted to buy up to 100 aircraft – part of an agreement to commercialize the Midnight in South Korea. Also that month, it won the right to provide air taxi service for the 2028 Olympic Games in Los Angeles CA.
It will also provide aircraft for the Tokyo Metropolitan Government’s eVTOL Implementation Project. All this makes Archer a front-runner in the race to commercialize urban air mobility.
BETA Technologies
Perhaps best known for its Alia eVTOL, the company is focusing its attention on the CX300 runway-takeoff variant. Early in 2025, the craft made a 25-state, 7000-nm barnstorming tour of the US. After appearing at the Paris Air Show, it made a 3700-nm tour of Europe. BETA delivered that aircraft to Bristow Group in Norway, where it’s making 6 months of test flights.
Fledgling UrbanLink Air Mobility agreed to lease up to 10 CX300s for possible terminals at Signature Aviation locations throughout Florida. UrbanLink plans to make Los Angeles CA, Miami FL, and San Juan PR “hub cities.”
CycloTech
Powered by spinning cyclo-rotors, the Austrian company’s 750-lb BlackBird second-generation testbed made its maiden flight in March. Equipped with 6 cyclo-rotors, it took just 10 months to complete, from the start of designing to first flight.
In addition to the 2-place Air Car with a range of 54 nm at speeds of 80 kts, the company envisions cyclo-rotors steering cargo balloons, stabilizing helicopter sling loads, and improving the agility of multicopter drones. A feasibility study for a cargo drone found it could land in crosswinds up to 36.5 kts.
EHang
For the broadest range of models and widest deployment, this Chinese company takes the top prize. Already type certified, the EH-216-S 2-pax autonomous air taxi has been making tourist flights since March.
It is also available in cargo and emergency response variants. The EH-216-S is now operating in a Bangkok sandbox, and EHang hopes to begin commercial operation in Thailand in Q2 2026. The company is targeting markets throughout Southeast Asia, in the Middle East, and perhaps in Rwanda.
The autonomous 2-pax VT-35, introduced in October of this year, has 8 lift rotors mounted on the wing and canard plus a pusher prop at the rear. It offers a range of 105 nm and speed of 116 kts.
Electra Aero
In March 2025, the company reported collecting 2200 pre-orders for its ultra-STOL hybrid-electric EL-9.
It’s an interesting design, with 8 props pushing air over a high wing. With a planned cruise of 175 kts and a typical mission range of 330 nm, the 9-pax hybrid-electric aircraft should be able to take off and land with one or 2 pilots in 150 ft – something the 2-place EL-2 Goldfinch demonstrator does.
Electra Aero has scheduled first flight of the EL-9 for 2027. It hopes to receive FAA certification in late 2029 or early 2030, with entry into service immediately after.
Elysian
Is everyone underestimating what’s possible for battery-electric aircraft? This Dutch startup thinks so. In the 1960s, the first narrow-body airliners were so inefficient that small fuselages needed long wings to carry them.
Following that model, Elysian says it can build a 90-pax aircraft that will go over 85 nm with battery packs holding only 350 Wh/kg energy density. Densities up to 500 Wh/kg are now available. With a few improvements, the company says its E9X should reach 540 nm – a range covering half of all scheduled commercial flights.
Eve Air Mobility
Embraer’s eVTOL spinoff has shown – although not flown – a non-conforming prototype of its unnamed aircraft. Like many aircraft in this market, it has a chunky fuselage, 8 lift rotors on booms under the wing, and a single pusher prop.
The 2 inner booms extend aft, joined by a horizontal stabilizer and carrying out-slanted vertical fins. At the 2025 Paris Air Show, Eve reported that it planned to have 5 or 6 conforming aircraft carrying out test flights by next year, with Brazilian certification and entry into commercial service to follow in 2027.
Eviation
Elephant-memoried pilots likely recall the Alice 9-pax commuter aircraft. Five years ago, it was burned beyond repair in a lithium-battery fire. Eviation has been fairly quiet since then, but a replacement aircraft did fly successfully in 2022.
Last year, the company announced that it had completed a conceptual design review, ensuring that the latest revision is certifiable and streamlined for manufacturing. Since then, the company has returned to silent mode.
Heart Aerospace
With seats for 30 pax and a 105-ft wingspan, the Heart ES-30 is the world’s largest electric aircraft. On batteries alone, it has a range of 107 nm, recharging in 30 minutes. A hybrid powertrain extends that to 430 nm. The aircraft’s first test flight is scheduled for early 2026.
The company is aiming for type certification in 2029, with the plane eventually replacing many twin-turbo regional airliners.
Jekta
Swiss startup Jekta is designing a 3-pilot, 19-pax zero-emission amphibian. The aircraft will mount 10 electric engines and props along high wings, cruise at 135 kts, and carry enough quick-charge batteries for a 1-hour flight with a 30-minute reserve.
“Our grand vision is to build a 100-seat amphibious aircraft in 10 or 15 years,” says founder George Alafinov. He may bring it off. Alafinov has 2 amphibians behind him – the 2-seat D-Borey and the single-pilot, 7-pax LA-8 twin – both manufactured in Russia by Aerovolga.
Joby Aviation
The 1+4 S4 has 4 rotors mounted on its wing and 2 on a V-tail. All 6 rotors tip upward for lift and forward for level flight at a max cruise of 174 kts, and a range of 87 nm with reserves. Max range is given as 130 nm. It has made some 1500 test flights for a total distance around 43,000 nm.
In June 2024, Joby subsidiary H2FLY flew a crewed fuel-cell version of the S4 pre-production prototype 450 nm. Joby had expected to begin taxi service in Dubai this year, but certification has been delayed. The company now targets 2026 for its first commercial flights there. It hopes to obtain FAA certification next year.
Volocopter
In 2024, this company expected certification of its 2-seat, 18-rotor Volocity air taxi before year’s end. Instead, it declared insolvency and accepted a $10.9-million buyout by China’s Wanfeng Group. Volocopter’s current focus is the VoloRegion, a fixed-wing design with 2 propulsion fans and 6 lifting rotors. It will carry up to 4 pax up to 54 nm at 97 kts cruise.
According to plan, the Volo-Region should receive EASA certification by Q4 2026 with commercial operations beginning in 2027 and the 2-seat, 18-rotor VoloCity air taxi following soon after.
VoltAero
This French company’s Cassio 330 is a 1-pilot, 5-pax canard plus T-tail design with 2 pusher props – first in a planned series of aircraft with up to 12 pax. Cruise is 156 kts with a no-reserve range of 648 nm. As of June 2025, the Cassio S testbed had logged 185 flight hours and flown around 13,500 nm.
The company hoped for EASA certification by year-end and has yet to announce a new target date. VoltAero has already spun off the HPU 210 hybrid propulsion unit – an 80-hp powertrain for homebuilt and kit aircraft.
Wisk Aero
Boeing’s eVTOL subsidiary is developing a 12-rotor 4-seater known only as “Generation 6,” with a range of 78 nm at 120 kts. It will fly autonomously, but multi-aircraft supervisors will be available on the ground in case a human pilot is needed.
Wisk’s first flight, originally targeted for 2024, has not yet taken place, and no revised schedule has been announced. At last word, the company still planned to begin service in 2030.
Owen Davies is a veteran freelance writer specializing in technology. He has been a futurist at Forecasting International and TechCast Global.