Technology & Innovation
Robinson and MagniX Collaborate to Electrify R66 Helicopter by 2026
Robinson Helicopter and MagniX partner to develop an electric R66 helicopter with zero emissions and reduced operating costs, targeting a 2026 first flight.
The strategic partnership between Robinson Helicopter Company and MagniX to develop an electric R66 helicopter marks a significant milestone in the evolution of sustainable rotorcraft. Announced during the EAA AirVenture 2025 in Oshkosh, the collaboration aims to produce a zero-emission demonstrator aircraft, with its maiden flight scheduled for late 2026. This project brings together Robinson’s legacy in light turbine helicopters and MagniX’s expertise in electric propulsion systems, targeting a practical path toward decarbonizing vertical flight operations.
By retrofitting the existing R66 platform, an aircraft with over 1,500 units in service, with MagniX’s high-efficiency electric motors and advanced battery technology, the partners are taking a pragmatic approach. The electric R66 is expected to deliver significant reductions in noise and operational costs, while aligning with emerging regulatory frameworks for electric and hybrid aircraft. As the aviation industry faces mounting pressure to reduce emissions, this initiative could prove to be a pivotal case study in transitioning legacy aircraft to clean energy alternatives.
Founded in 1973 by Frank Robinson, the Robinson Helicopter Company has long been a leader in the light helicopter market. Its R22, R44, and R66 models are known for their reliability, affordability, and widespread use in both civilian and commercial operations. The R66, introduced in 2010 and powered by a Rolls-Royce RR300 turbine engine, offers seating for five and a cargo compartment, making it a versatile platform for various missions. With over 1,500 units delivered and more than 100 sold annually, the R66 is considered the best-selling turbine helicopter in its class.
MagniX, established in 2009 and now a subsidiary of the Clermont Group, has emerged as a key player in electric aviation. The company is known for its proprietary electric propulsion systems, including the HeliStorm motor and Samson battery technology. MagniX has already demonstrated its capabilities by powering the eBeaver (a modified DHC-2 Beaver) and conducting the first piloted hydrogen-electric flight of a Robinson R44 in March 2025. These milestones underscore its commitment to scalable, zero-emission aviation solutions.
The convergence of Robinson’s high-volume manufacturing and MagniX’s propulsion innovation sets the stage for a feasible and scalable electric helicopter solution. Rather than pursuing an entirely new aircraft design, the partnership focuses on retrofitting a proven airframe, significantly lowering the barriers to entry for electric vertical flight.
The concept of electric helicopters has evolved steadily over the past decade, driven by environmental concerns and technological advancements in battery energy density. Early efforts, such as MagniX’s 2022 electric R44 retrofit, demonstrated feasibility but were constrained by limited range and payload capacity. These initial trials provided valuable data and paved the way for more robust designs.
Robinson’s decision to enter the electric helicopter space reflects a broader industry trend toward sustainability. While many startups focus on clean-sheet eVTOL aircraft, Robinson and MagniX are opting for a more conservative and potentially faster route: electrifying existing, certified platforms. This approach may offer a smoother regulatory path and quicker time-to-market.
By targeting a demonstrator flight in 2026, the partnership aligns with recent regulatory developments, including the FAA’s 2025 powered-lift aircraft rules. These changes provide a clearer framework for certifying electric rotorcraft, further supporting the viability of the electric R66 project. The R66 is well-suited for electrification due to its relatively simple design and operational flexibility. It features a two-bladed main rotor, fixed skid landing gear, and a maximum takeoff weight of 2,700 pounds. With a useful load of 1,300 pounds and cruise speed of approximately 114 knots, the R66 serves a wide range of missions, including private transport, cargo delivery, and public safety operations.
Powered by the Rolls-Royce RR300 turbine engine, the conventional R66 has a range of about 350 nautical miles and consumes roughly 23 gallons of Jet-A fuel per hour. This translates to high operational costs, particularly in fuel and maintenance. The electric version aims to cut these costs significantly by eliminating fuel consumption and reducing mechanical complexity.
In terms of market economics, the R66 holds a dominant position in the light turbine segment. New units are priced around $879,000, while pre-owned models range from $500,000 to over $1 million depending on configuration and usage. Competing models, like the Bell 505, are significantly more expensive, giving the R66 a competitive edge in cost-sensitive markets.
“This agreement allows us to develop market-leading, zero-emission solutions that meet the needs of many critical mission types.” — David Smith, CEO of Robinson Helicopter Company
The core objective of the Robinson-MagniX partnership is to develop a battery-electric R66 demonstrator that maintains performance parity with the conventional model while offering zero emissions and lower noise. The aircraft will be equipped with MagniX’s HeliStorm electric engines, which deliver power output comparable to the RR300 turbine, and Samson batteries with an energy density of 400Wh/kg.
These technical upgrades are expected to enable flight durations of 30 to 45 minutes, with reserves, making the aircraft suitable for short-range missions such as training, inspection, and emergency response. Additional design modifications, such as a symmetrical tail rotor, will enhance stability and control during low-G maneuvers, further improving safety.
The project’s development timeline targets a first flight in late 2026. Certification will follow an incremental approach, starting with a two-seat configuration and expanding to full-capacity models. The FAA’s new regulatory framework for powered-lift aircraft provides a structured pathway for certification, which the partners plan to navigate using Supplemental Type Certificates (STCs).
Despite the promise of electric helicopters, several challenges remain. Battery energy density is a primary limitation. Even with 400Wh/kg cells, the electric R66’s range will be significantly shorter than its turbine counterpart. MagniX aims to develop 500Wh/kg batteries by 2028, which could extend range and payload capabilities.
Infrastructure is another hurdle. The widespread adoption of electric helicopters will require robust charging networks at airports and heliports. While some initiatives, such as the U.S. Department of Energy’s Aviation Grid Initiative, are addressing this need, significant investment will be necessary to build out the required infrastructure. Certification complexity also poses a risk. The FAA’s powered-lift category is relatively new, and the process for certifying retrofitted electric helicopters is still evolving. However, the use of existing airframes and incremental testing strategies may help mitigate regulatory uncertainty.
The Robinson-MagniX partnership represents a strategic and measured approach to electrifying rotorcraft. By leveraging established platforms and focusing on achievable technical milestones, the project minimizes risk while maximizing impact. The electric R66 could become a template for similar retrofits across the industry, offering a faster route to sustainable aviation.
As the aviation sector continues to grapple with decarbonization, projects like this highlight the value of evolution over revolution. Instead of waiting for entirely new aircraft to be developed and certified, modifying proven models may offer a practical path forward. The upcoming flight tests and certification efforts will be closely watched as indicators of what’s possible in the next phase of electric aviation.
What is the goal of the Robinson-MagniX partnership? When is the first flight of the electric R66 scheduled? What kind of battery technology will be used? Will the electric R66 have the same performance as the conventional version? What are the benefits of electrifying helicopters?
Robinson and MagniX Partner to Electrify the R66 Helicopter: A Step Toward Sustainable Vertical Flight
Background: Robinson Helicopter Company and MagniX
Historical Context of Helicopter Electrification
The R66 Helicopter: Design and Market Position
The Partnership: Technical Objectives and Development Path
Challenges and Opportunities in Electric Helicopter Development
Conclusion
FAQ
To develop a battery-electric version of the R66 helicopter that offers zero-emission flight and reduced operating costs.
The first flight is planned for late 2026.
The electric R66 will use MagniX’s Samson batteries, which currently offer an energy density of 400Wh/kg.
It aims to offer comparable power and functionality for short-range missions, though range will initially be lower.
Benefits include reduced noise, lower operating costs, zero emissions, and simplified maintenance.Sources
Photo Credit: MagniX
Technology & Innovation
H55 Completes First EASA Battery Certification Tests in Aviation
H55 successfully passes all EASA-required propulsion battery certification tests, advancing electric aviation safety and production readiness.
This article is based on an official press release from H55.
H55, the Swiss electric aviation company spun off from the Solar Impulse project, announced it has successfully completed the full sequence of propulsion battery module certification tests required by the European Union Aviation Safety Agency (EASA). The milestone, achieved on December 19, 2025, marks a significant step forward for the sector, addressing the critical safety challenge of thermal runaway containment in high-energy lithium-ion batteries.
According to the company, this is the first time in the aviation industry that a propulsion battery module has passed these rigorous, authority-witnessed tests using serial-conforming hardware. The successful campaign clears the path for H55 to submit final test reports to EASA in the first quarter of 2026, with commercial entry-into-service projected for early 2027.
The primary hurdle for certifying electric-aviation has long been the safety of high-energy density batteries. Regulators require proof that if a single cell catches fire (a process known as thermal runaway), the failure will not propagate to neighboring cells or cause a catastrophic explosion. H55 reports that its “Adagio” battery module successfully demonstrated this containment capability under EASA supervision.
Instead of relying on heavy containment boxes, which add prohibitive weight to airframes, H55 utilizes a patented encapsulation technology. This system manages each cell individually, directing released energy and hot gases out of the module through a specific venting path. This approach prevents heat from triggering adjacent cells, effectively neutralizing the risk of propagation.
“Electric aviation has faced a single, unresolved bottleneck: proving to regulators that high-energy propulsion batteries can safely contain worst-case failures. Rather than attempting to contain a thermal runaway by shielding… H55 opts for a different approach, preventing fire propagation at the cell level.”
, André Borschberg, Co-Founder of H55
The tests were conducted on H55’s Adagio battery modules, which utilize commercial 21700 lithium-ion cells, a standard cylindrical format adapted for aviation safety. The company states the modules achieve an energy density of approximately 200 Wh/kg. Crucially, the tests utilized production-grade units rather than experimental prototypes, signaling that H55’s manufacturing lines in Sion, Switzerland, are ready for mass production.
In addition to the physical battery architecture, the system includes a redundant Battery Management System (BMS) capable of monitoring the voltage, temperature, and health of every single cell in real-time. While major eVTOL developers like Joby Aviation and Beta Technologies have made significant progress with flight testing, much of the industry has operated under experimental permits or is currently navigating the earlier stages of certification. H55’s completion of the specific battery module test sequence positions it as a critical supplier for airframers who prefer to integrate certified components rather than developing proprietary battery systems. Furthermore, the move from theoretical safety models to empirical, regulator-witnessed data is expected to assist insurers in transitioning from estimated risk models to actuarial data, potentially lowering premiums for electric fleets.
H55 holds both Design Organization Approval (DOA) and Production Organization Approval (POA) from EASA. The company is currently working with a joint Certification Management Team involving EASA and the U.S. Federal Aviation Administration (FAA). Under mutual recognition agreements, the data generated from the EASA tests is intended to support “fast-track” approval for operations in North America.
To demonstrate the technology’s reliability to the North American market, H55 has announced an “Across America” tour for 2025. The company will fly its Bristell B23 Energic, a two-seater electric trainer aircraft equipped with the Adagio system, across the United States to engage with flight schools and operators.
H55 is also establishing a new production facility in Montreal, Canada, to serve customers in the region.
Sources: PR Newswire / H55
H55 Completes Aviation Industry’s First EASA-Required Battery Certification Tests
Solving the Thermal Runaway Challenge
Technical Specifications and Production Readiness
AirPro News analysis
Regulatory Pathway and North American Expansion
Sources
Photo Credit: H55
Technology & Innovation
Horizon Aircraft Selects RAMPF for Cavorite X7 Fuselage Production
Horizon Aircraft chooses RAMPF Composite Solutions to manufacture the fuselage of the Cavorite X7 hybrid-electric eVTOL, targeting prototype assembly in 2026.
This article is based on an official press release from Horizon Aircraft.
Horizon Aircraft (NASDAQ: HOVR) has officially selected RAMPF Composite Solutions to manufacture the fuselage for its full-scale Cavorite X7 hybrid-electric eVTOL. Announced on January 29, 2026, this Partnerships marks a critical transition from design to physical production for the Canadian aerospace company.
The agreement tasks RAMPF with constructing the main body of the aircraft using advanced lightweight carbon fiber and fiberglass materials. According to the company’s statement, this collaboration is a prerequisite for meeting Horizon’s aggressive timeline: assembling the full-scale prototype in 2026 and commencing flight testing in early 2027.
A key factor in this selection appears to be geographic proximity. Both Horizon Aircraft and RAMPF Composite Solutions are based in Ontario, Canada, with RAMPF operating out of Burlington. Horizon CEO Brandon Robinson noted that this localization allows for tighter quality control and real-time engineering collaboration, which are often logistical bottlenecks in aerospace development.
RAMPF Composite Solutions, a subsidiary of the German-based RAMPF Group, specializes in manufacturing complex composite parts for the aerospace and defense sectors. Their scope of work involves creating a fuselage capable of withstanding high-impact forces and harsh environmental conditions while adhering to the strict weight limits required for electric flight.
“We are thrilled to partner with Horizon Aircraft on this revolutionary new aircraft. This opportunity allows us to demonstrate how our high-performance composite materials and Manufacturing processes can push the boundaries of engineering.”
Larry Fitzgerald, CEO of RAMPF Composite Solutions
Brandon Robinson, CEO of Horizon Aircraft, emphasized the importance of RAMPF’s track record in the industry:
“RAMPF’s aerospace manufacturing capabilities are industry-leading, and we are excited to see the fuselage of our Cavorite X7 coming to life.”
Brandon Robinson, CEO of Horizon Aircraft
The Cavorite X7 is designed to operate in the Regional Air Mobility (RAM) market rather than the intra-city air taxi market targeted by many competitors. The aircraft features a seven-seat configuration (one pilot and six passengers) and utilizes a hybrid-electric Propulsion system. This system employs a gasoline engine to generate electricity, which powers the flight fans and recharges the battery pack, effectively mitigating the range anxiety associated with pure electric platforms.
According to Horizon’s official specifications, the aircraft targets a range of approximately 800 kilometers (500 miles) and a top speed of 450 km/h (280 mph). The design utilizes a patented “Fan-in-Wing” system, where vertical lift fans are covered by sliding panels during forward flight, allowing the vehicle to fly efficiently like a traditional fixed-wing airplane.
The move to commission fuselage manufacturing is a significant indicator of technical maturity. In aerospace engineering, committing to hard tooling and physical production of the primary structure, the fuselage, typically signals that the outer mold line (OML) and internal structural architecture are “frozen.”
Furthermore, by securing a partner with defense and aerospace pedigree like RAMPF, Horizon is likely positioning itself to meet the rigorous Certification standards of Transport Canada and the FAA. The choice of a hybrid system also differentiates Horizon in a crowded market; while competitors struggle with battery density limits, the Cavorite X7’s hybrid architecture allows it to utilize existing aviation infrastructure immediately upon entry into service.
This manufacturing announcement follows a recent financial update from Horizon Aircraft on January 14, 2026. The company reported a cash position of over $24 million, which management states is sufficient to fund operations through 2026. Additionally, the company was recently awarded a grant of approximately $10.5 million from the Initiative for Sustainable Aviation Technology (INSAT) to support the development of all-weather flight systems.
With funding secured for the near term and the supply chain for major components now activating, Horizon appears on track to meet its goal of a flying full-scale prototype by early 2027.
Horizon Aircraft Taps RAMPF Composite Solutions for Cavorite X7 Fuselage Manufacturing
Strategic Localization of the Supply Chain
The Cavorite X7: Technical Context
AirPro News Analysis: Maturity of Design
Financial and Operational Outlook
Sources
Photo Credit: Horizon Aircraft
Technology & Innovation
AutoFlight Completes Transition Flight for 5-Ton Matrix eVTOL
AutoFlight’s V5000 Matrix eVTOL completed a full transition flight, marking a milestone for heavy-lift electric aircraft with 10-passenger capacity.
This article summarizes reporting by AeroTime.
AutoFlight has successfully completed a full transition flight with its V5000 “Matrix” aircraft, marking a significant milestone in the development of heavy-lift electric vertical takeoff and landing (eVTOL) technology. According to reporting by AeroTime, the demonstration took place at the company’s test center in Kunshan, China, around February 5, 2026.
The event represents a major technical breakthrough for the sector. While several manufacturers have achieved transition flights with smaller air taxis, the Matrix is reportedly the world’s first 5-ton class eVTOL to perform the complex maneuver. The flight profile involved a vertical takeoff, a transition to wing-borne horizontal flight, and a return to vertical mode for landing.
The transition phase, switching from rotor-supported lift to wing-supported lift, is widely regarded as the most critical aerodynamic challenge for eVTOL aircraft. Successfully executing this phase with a heavy airframe validates the scalability of AutoFlight’s electric-aviation propulsion technology.
According to manufacturer specifications cited in the report, the V5000 “Matrix” is significantly larger than the 4-to-5-seat air taxis currently being developed by Western competitors like Joby Aviation and Archer Aviation. The aircraft features a maximum takeoff weight (MTOW) of approximately 5,700 kilograms (5.7 tons) and a wingspan of roughly 20 meters.
AutoFlight has designed the Matrix to serve both passenger and cargo-aircraft markets with a focus on regional connectivity rather than just intra-city hops. Key specifications include:
The successful flight of the Matrix distinguishes AutoFlight in a crowded market. While U.S. and European firms are largely focused on the 1.5-to-2-ton class of aircraft intended for urban air mobility, AutoFlight is pursuing a “heavy-lift” strategy.
Industry data indicates that the larger capacity of the Matrix could allow for different economic models. By carrying 10 passengers instead of four, the aircraft may offer a lower cost-per-seat-mile, potentially making regional air travel more accessible. Additionally, the cargo variant targets heavy logistics and offshore supply chains, sectors that smaller eVTOLs cannot efficiently serve.
AutoFlight, founded by Tian Yu, operates R&D centers in Shanghai, Kunshan, and Augsburg, Germany. The company previously secured type Certification from the Civil Aviation Administration of China (CAAC) for its smaller “CarryAll” cargo drone in 2024. The Shift Toward Regional Mobility
AutoFlight’s achievement with the V5000 Matrix suggests a potential pivot in the Advanced Air Mobility (AAM) sector. Until now, the dominant narrative has focused on “air taxis” replacing cars for short city trips. However, the physics and economics of a 5-ton, 10-passenger aircraft point toward a “regional shuttle” model, replacing buses or trains for inter-city travel.
We observe that by targeting the heavy-lift segment, AutoFlight is effectively creating a new vehicle class that sits between a helicopter and a regional turboprop. If the company can certify this platform, it may bypass the intense competition for urban vertiport space that smaller competitors face, instead utilizing existing regional airports and industrial hubs.
What is a transition flight? How does the Matrix compare to other eVTOLs? When did this flight occur? Sources: AeroTime, AutoFlight
AutoFlight Completes Transition Flight for 5-Ton “Matrix” eVTOL
Breaking the Weight Barrier
Technical Specifications
Strategic Positioning in the AAM Market
AirPro News Analysis
Frequently Asked Questions
A transition flight is when an eVTOL aircraft switches from vertical flight (using rotors like a helicopter) to horizontal flight (using wings like an airplane). It is considered the most technically difficult phase of flight.
Most leading competitors, such as Joby or Archer, are building aircraft in the 2-ton class with 4-5 seats. The AutoFlight Matrix is a 5-ton class aircraft designed for 10 passengers or heavy cargo.
The demonstration was reported to have occurred around February 5, 2026.
Photo Credit: Sergio Cecutta – SMG Consulting
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