Technology & Innovation
Helijet and BETA Mark First Electric Passenger Flight in Western Canada
Helijet and BETA Technologies hosted Western Canada’s first all-electric passenger flight, advancing sustainable regional air travel.
The hum of traditional aircraft engines may soon be a sound of the past, at least on certain regional routes. On November 4, 2025, a significant step was taken toward a quieter, cleaner aviation future in Canada. Helijet International, a key player in Canada’s aviation scene, hosted the first all-electric aviation passenger demonstration flight in Western Canada at its Vancouver International Airport (YVR) headquarters. This event, conducted in partnership with electric aerospace company BETA Technologies and supported by the Canadian Advanced Air Mobility (CAAM) consortium, wasn’t just a test flight; it was a public declaration that the era of electric aviation is arriving.
This milestone is part of a broader global movement toward sustainable transportation. As industries worldwide grapple with the need to reduce carbon footprints, aviation has often been pointed to as a significant challenge. The development of electric vertical takeoff and landing (eVTOL) and conventional takeoff and landing (eCTOL) aircraft represents a direct response to this challenge. For an established carrier like Helijet, this demonstration signals a strategic pivot, embracing innovation to modernize its fleet and services. It’s a calculated move to stay ahead of the curve, ensuring that regional air travel can be both efficient and environmentally responsible.
The vision laid out by Helijet and its partners extends beyond a single flight. The goal is to integrate these advanced, zero-emission aircraft into existing transportation networks. For the communities of southwestern British Columbia and the Pacific Northwest, this translates into the promise of more accessible, affordable, and significantly quieter air travel. This demonstration serves as tangible proof that the technology is viable, paving the way for a future where electric aircraft are a common sight in Canadian skies, connecting communities and economies with minimal environmental impact.
The demonstration took place at Helijet International’s base at the south terminal of Vancouver International Airport, a fitting location for an event marking a new chapter in regional aviation. The flight itself was a clear showcase of the aircraft’s capabilities, performing a smooth takeoff and landing that highlighted one of the technology’s key attributes: its quiet operation. This event brought together leaders from across the industry, underscoring the collaborative effort required to push the boundaries of aviation.
The aircraft at the center of the demonstration was BETA Technologies’ ALIA CTOL (Conventional Take-off and Landing), model CX300. While Helijet’s future plans revolve around the vertical takeoff model, the use of the CTOL version was a strategic choice. It allowed the team to demonstrate the core viability, safety, and performance of BETA’s all-electric propulsion system in a conventional flight profile. This approach builds confidence and provides a practical stepping stone toward the more complex operations of eVTOL aircraft in the near future.
The presence of key figures like Danny Sitnam, President and CEO of Helijet; Sheradin Fabrizius, Sales Director at BETA; and JR Hammond, Executive Director of CAAM, emphasized the unified front behind this initiative. Their collective presence and statements reinforced the message that this was not an isolated experiment but a coordinated push to make advanced air mobility an operational reality. It represented a convergence of operator experience, technological innovation, and national strategy.
“Today’s smooth and successful demonstration flight is tangible proof that the future of passenger and cargo flights is aboard quiet and emissions-free aircraft like the CX300 and its counterpart the ALIA eVTOL model from BETA Technologies.”
It’s important to distinguish between the aircraft flown at the demonstration and the one Helijet has on order. The ALIA CX300 is an eCTOL, meaning it takes off and lands on a conventional runway. In contrast, the ALIA A250, which Helijet ordered in 2023, is an eVTOL, capable of vertical takeoff and landing like a helicopter. This VTOL capability is the game-changer for Helijet’s business model, as it allows for point-to-point travel without the need for extensive runway infrastructure, mirroring its current helicopter operations.
The ALIA platform, in both its CTOL and VTOL configurations, is designed from the ground up for efficiency and sustainability. Its electric propulsion system produces zero operational emissions and generates a fraction of the noise of conventional aircraft and helicopters. This low-noise profile is a critical advantage for operating in urban and noise-sensitive areas, opening up new possibilities for routes and landing zones that were previously impractical. BETA Technologies has been steadily building its presence and proving its technology within Canada. Over the past two years, the company has established an office in Montréal, successfully landed an electric aircraft at Billy Bishop Toronto City Airport, and joined the board of CAAM. This sustained investment and series of successful demonstrations across the country show a deep commitment to the Canadian market and a clear strategy for becoming a key technology provider in the nation’s transition to advanced air mobility.
Helijet’s strategy is not to replace its entire helicopter fleet overnight but to thoughtfully integrate the ALIA VTOL aircraft into its current network. This approach allows the company to leverage its decades of operational experience while introducing a new, more sustainable class of service. The plan is to offer passengers and cargo clients a choice, augmenting existing routes with a quieter, emissions-free option that is expected to be more cost-effective in the long run.
For passengers traveling between key hubs in southwestern B.C. and the Pacific Northwest, the introduction of electric aircraft promises a significantly improved experience. The near-silent operation will make for a more pleasant journey, while the potential for lower operating costs could translate into more affordable ticket prices. Furthermore, the appeal of choosing a zero-emission mode of transport is a powerful draw for environmentally conscious travelers and corporations looking to reduce the carbon footprint of their business travel.
Beyond passenger services, the ALIA’s VTOL capabilities are set to enhance Helijet’s vital healthcare and cargo operations. In partnership with organizations like Helicopters Without Borders, the aircraft can provide reliable and rapid transport to rural and remote communities with limited access. The ability to land in confined spaces without a runway makes it ideal for delivering medical supplies, transporting patients, and moving essential goods, thereby improving the resilience and reach of critical services in the Lower Mainland and beyond.
“Today’s arrival of the BETA ALIA CTOL (CX300) aircraft at YVR marks another aviation milestone for advanced air mobility in B.C. and Canada. The progress being achieved… demonstrates that advanced air mobility is quickly becoming operational reality for carriers, airports and fixed-base operators worldwide.”
This demonstration is a prime example of the Canadian Advanced Air Mobility (CAAM) consortium’s vision in action. The event highlights how collaboration between operators, innovators, and regulatory bodies can accelerate the adoption of new technologies. CAAM’s role is to foster an ecosystem where Canadian companies can lead the world in developing and implementing AAM solutions, and this partnership between Helijet and BETA is a testament to that mission’s success.
The long-term implications for Canada are substantial. The growth of an AAM sector promises to create high-tech jobs, stimulate economic growth through innovation, and position Canada as a leader in sustainable aviation. For a country with vast distances and many remote communities, AAM offers a transformative solution for connectivity. It provides a pathway to connect these communities more efficiently and sustainably than ever before, supporting both economic development and social equity.
As Sheradin Fabrizius of BETA noted, the industry is demonstrating that “quiet, lower-cost electric aviation is quickly becoming a reality across the continent.” The successful flight at YVR is not an endpoint but a catalyst. It proves the concept and builds momentum for the next phases, which will include regulatory certification, infrastructure development like charging networks, and the scaling of operations. The path is becoming clearer, and Canada is well-positioned to be at the forefront of this aviation revolution.
The all-electric passenger demonstration flight hosted by Helijet was far more than a simple showcase of a new aircraft. It represented a confluence of vision, technology, and collaboration, marking a pivotal moment for the future of regional air travel in Canada. By bringing together an established operator in Helijet, a leading innovator in BETA Technologies, and the strategic oversight of CAAM, the event provided concrete evidence that the transition to sustainable aviation is not a distant dream but an unfolding reality. It underscored a commitment to building a transportation network that is quieter, cleaner, and more efficient. Looking ahead, the journey is just beginning. The successful demonstration is a crucial milestone that will fuel the subsequent steps of regulatory approval, pilot training, and the build-out of necessary ground infrastructure. The path forward involves continued collaboration, public engagement, and investment to scale these operations from single demonstration flights to a fully integrated network of electric aircraft. This event has set a new baseline, and the flight path from here leads toward a future where zero-emission skies are the norm for connecting communities across Canada and beyond.
Question: What aircraft was used in the demonstration flight? Question: What aircraft does Helijet plan to integrate into its fleet? Question: What are the main benefits of this new electric aircraft technology?
A New Dawn for Canadian Aviation: Helijet and BETA’s Electric Flight Milestone
The Demonstration: A Closer Look at the Flight and Technology
The Event at YVR
The Aircraft: From CTOL Demo to VTOL Integration
Strategic Implications for Regional Transport and Beyond
Transforming Helijet’s Network
The Broader Vision for Advanced Air Mobility in Canada
Conclusion: The Flight Path Forward
FAQ
Answer: The demonstration used BETA Technologies’ ALIA CTOL (Conventional Take-off and Landing) model CX300, an all-electric aircraft.
Answer: Helijet has placed a firm order for BETA’s ALIA VTOL (Vertical Take-off and Landing) model A250, which can operate similarly to a helicopter.
Answer: The primary benefits are zero operational emissions, significantly quieter operations compared to traditional aircraft and helicopters, and the potential for lower operating costs, which could lead to more affordable and sustainable air travel options.
Sources
Photo Credit: Helijet
Technology & Innovation
Eve Air Mobility Secures $150M Loan for eVTOL Certification and Testing
Eve Air Mobility obtains $150 million financing from major banks to accelerate eVTOL flight testing and certification, targeting 2027 entry into service.
Eve Air Mobility has announced a significant financial milestone, securing a $150 million loan facility to support the development and certification of its electric vertical take-off and landing (eVTOL) aircraft. The financing deal, finalized on January 20, 2026, involves a syndicate of top-tier global financial institutions, including Citibank, JPMorgan, Itau BBA, and Mitsubishi UFJ Financial Group (MUFG).
According to the company’s official statement, this injection of capital brings Eve’s total historical funding to approximately $1.2 billion. The funds are earmarked to accelerate the company’s testing campaign following the successful first flight of its full-scale engineering prototype in December 2025. With a target Entry into Service (EIS) date of 2027, Eve is positioning itself for a capital-intensive phase of flight testing and regulatory compliance.
The new financing is structured as a five-year loan facility. In its press release, Eve emphasized that this liquidity strengthens its balance sheet as it executes a strategic roadmap extending through 2028. The involvement of conservative, high-profile banking institutions signals a shift in how the financial sector views eVTOL infrastructure, moving from speculative venture risk to financeable industrial assets.
Eduardo Couto, Chief Financial Officer of Eve Air Mobility, highlighted the confidence these institutions have placed in the company’s program.
“This financing reinforces the confidence of the market in our strategy and provides us with the necessary resources to continue our development and certification journey.”
, Eve Air Mobility Press Release
The capital will primarily fund the expansion of the flight test campaign. After validating fly-by-wire controls and electric propulsion systems during the initial hover tests in late 2025, the company plans to expand the flight envelope in 2026. This includes the technically challenging transition from vertical hover to wing-borne cruise flight.
While much of the industry focus remains on the aircraft itself, Eve is allocating a portion of these funds to its “comprehensive urban air mobility ecosystem,” specifically the Vector air traffic management software. Unlike competitors focusing solely on vehicle manufacturing, Eve is developing the digital infrastructure required to manage high-density urban air traffic.
According to company reports, the Vector software recently completed a successful real-world trial managing helicopter traffic at the São Paulo Grand Prix in November 2025. This “ecosystem-first” approach aims to create recurring revenue streams independent of aircraft sales, addressing the logistical challenges of operating air taxis in congested cities. The composition of Eve’s backing, specifically the industrial support of Embraer and the financial support of global heavyweights like MUFG and JPMorgan, highlights a key differentiator in the crowded eVTOL market. While startups often face the dual challenge of certifying a novel aircraft and building a global support network from scratch, Eve leverages Embraer’s existing service centers, supply chains, and certification experience.
Furthermore, the participation of traditional banks suggests that the sector is maturing. As competitors like Joby Aviation and Archer Aviation push for earlier entry-to-service dates in 2025 and 2026, Eve’s conservative 2027 timeline appears designed to prioritize regulatory robustness over speed. This “smart money” validation indicates that institutional lenders see long-term viability in Eve’s methodical approach, even if it means entering the market slightly later than its peers.
The eVTOL sector is currently in a “separation phase,” where well-capitalized leaders are distinguishing themselves from struggling entrants. Eve’s $1.2 billion in total funding places it firmly among the industry leaders.
According to recent market data, Eve holds one of the largest order backlogs in the industry, with approximately 2,900 Letters of Intent (LOIs) valued at roughly $14.5 billion. While many of these agreements are non-binding, the company recently secured a firm order for 50 aircraft from Revo, a subsidiary of OHI Helicopters.
The table below compares Eve’s current standing against key competitors as of January 2026:
While Joby and Archer are pursuing faster timelines with the FAA, Eve is certifying primarily with Brazil’s ANAC. Due to bilateral agreements between Brazil and the U.S., this certification is expected to be streamlined for global markets, allowing Eve to benefit from Embraer’s deep regulatory history.
With $150 million in fresh debt financing and a successful prototype flight achieved, Eve Air Mobility enters 2026 with a clear runway. The company’s strategy of combining aircraft development with air traffic management software and leveraging Embraer’s industrial footprint offers a distinct path to commercialization. As the industry consolidates, evidenced by the financial struggles of other players in late 2024, Eve’s ability to secure capital from major banks underscores its position as a long-term contender in the future of urban flight.
Eve Air Mobility Secures $150 Million from Major Global Banks to Fuel eVTOL Certification
Strengthening the Balance Sheet for Certification
Beyond the Aircraft: The Vector Ecosystem
AirPro News Analysis: The “Embraer Advantage”
Competitive Landscape and Market Position
Feature
Eve Air Mobility
Joby Aviation
Archer Aviation
Target Entry into Service
2027
Late 2025 / Early 2026
2026
Key Industrial Backer
Embraer
Toyota
Stellantis
Primary Strategy
Ecosystem (Aircraft + Software + Service)
Operator (Vertical Integration)
Manufacturer (Asset-light)
Conclusion
Sources
Photo Credit: Eve Air Mobility
Technology & Innovation
Clean Aviation Launches Hybrid-Electric Regional Aircraft Initiative
Clean Aviation coordinates four projects to develop a hybrid-electric regional aircraft targeting 30% CO₂ reduction and 2035 commercial service.
This article is based on an official press release from the Clean Aviation Joint Undertaking.
On January 20, 2026, the Clean Aviation Joint Undertaking announced a significant milestone in the development of sustainable regional aviation. Under the banner “Multiple disciplines, one flight path,” the organization officially launched the coordinated activities of four interconnected projects: PHARES, OSYRYS, HERACLES, and DEMETRA. These initiatives aim to integrate distinct technological domains, Propulsion, on-board systems, and aircraft architecture, into a unified roadmap for the next generation of regional aircraft.
According to the announcement, the primary objective of this coordinated effort is to develop an Ultra-Efficient Regional Aircraft (UERA) capable of reducing CO₂ emissions by 30% compared to 2020 state-of-the-art technology. The roadmap targets a commercial Entry into Service (EIS) by 2035, with flight demonstrations scheduled for the end of the decade.
The initiative marks a shift from isolated technology development to a fully integrated, aircraft-level demonstration phase. The Clean Aviation Joint Undertaking describes this as a “first in Clean Aviation’s history,” ensuring that separate disciplines remain locked into a shared timeline and technical specification. The four projects cover the entire technology stack required for hybrid-electric flight.
Led by Pratt & Whitney Canada, the PHARES (Powerplant Hybrid Application for Regional Segment) project focuses on developing a hybrid-electric propulsion demonstrator. This marks the first time a Canadian company has led a Clean Aviation consortium. The project aims to integrate a derivative of the PW127XT turboprop engine with a Collins Aerospace 250 kW electric motor and an optimized propeller gearbox. The consortium targets a standalone fuel burn reduction of up to 20% for the propulsion system.
“Hybrid-electric propulsion and electrified aircraft systems are key parts of RTX’s technology roadmap… PHARES represents a transformative opportunity to demonstrate the potential for regional aviation.”
Maria Della Posta, President of Pratt & Whitney Canada
The OSYRYS (On-board SYstems Relevant for hYbridization of Regional aircraftS) project, led by Safran Electrical & Power, addresses the “nervous system” of the aircraft. As hybrid-electric designs require massive amounts of electrical power, OSYRYS focuses on high-voltage power distribution, thermal management, and electrical network protection to ensure safe management throughout the airframe.
Manufacturers ATR leads the final two pillars, which focus on the aircraft itself. HERACLES (Hybrid-Electric Regional Aircraft Concept for Low EmissionS) serves as the “digital” component, defining the conceptual design, architecture, and environmental impact assessments. It establishes the requirements that ensure propulsion and systems fit into a certifiable configuration. DEMETRA (Demonstrator of an Electrified Modern Efficient Transport Regional Aircraft) represents the “physical” realization of these technologies. This project will integrate the innovations from PHARES and OSYRYS onto an ATR 72-600 flying testbed. Flight tests are currently targeted for the 2028–2029 timeframe to validate performance in real-world conditions.
The coordinated launch reinforces the European Union’s commitment to maintaining leadership in the regional aviation market. The projects are part of a broader €945 million funding package (EU and industry contributions combined) announced in September 2025 under Clean Aviation’s Call 3.
The technical goals are aggressive, targeting a 30% reduction in CO₂ emissions. In addition to hybrid-electric propulsion, the aircraft is designed to be 100% compatible with SAF. The timeline places the flight test window between 2028 and 2029, bridging the gap between laboratory validation and the 2035 target for commercial service.
“This is more than a technological demonstration; it’s a bold commitment to the future of regional aviation. By flying the world’s first hybrid-electric regional aircraft by 2030, we aim to further demonstrate that sustainability and connectivity can go hand in hand.”
Nathalie Tarnaud Laude, CEO of ATR
The structure of this initiative highlights a strategic deepening of transatlantic aerospace ties. The leadership of Pratt & Whitney Canada in the PHARES project allows European funding to leverage best-in-class engine technology from a Canadian consortium, a move that diversifies the technical base of the program. Furthermore, by backing ATR, a joint venture between Airbus and Leonardo, the EU appears focused on securing its dominance in the turboprop market against emerging competition from manufacturers in Brazil and China. The “one flight path” approach suggests a recognition that integrating hybrid systems into legacy airframes requires a level of cross-disciplinary synchronization that previous, isolated research projects often lacked.
Clean Aviation Launches Coordinated “One Flight Path” Initiative for Hybrid-Electric Regional Aircraft
Integrating Four Pillars of Technology
PHARES: Hybrid Propulsion
OSYRYS: On-board Systems
HERACLES and DEMETRA: Design and Demonstration
Strategic Timeline and Goals
AirPro News Analysis
Sources
Photo Credit: Montage
Technology & Innovation
NASA Completes High-Speed Taxi Test of CATNLF Wing Design
NASA’s CATNLF wing design taxi test at Armstrong Center shows potential for up to 10% fuel savings in commercial aviation.
This article is based on an official press release from NASA.
NASA has successfully completed a critical high-speed taxi test of a new wing design technology aimed at significantly reducing fuel consumption in Commercial-Aircraft. The testing, conducted at the NASA Armstrong Flight Research Center in Edwards, California, focused on the Crossflow Attenuated Natural Laminar Flow (CATNLF) concept. According to the agency, this technology has the potential to reduce fuel burn by up to 10 percent for large transport aircraft.
The milestone event, which took place on January 12, 2026, involved a scale model wing mounted to a specialized research aircraft. This ground-based testing serves as a precursor to upcoming Test-Flights scheduled for the coming weeks. By validating the structural integrity and instrumentation of the test article on the ground, NASA aims to ensure safety and data accuracy before the technology takes to the skies.
The recent tests utilized NASA’s McDonnell Douglas F-15B Research Testbed (Tail No. 836). Instead of modifying the jet’s own wings, engineers mounted a 3-foot-tall scale model of the CATNLF wing vertically on a Centerline Instrumented Pylon (CLIP) located underneath the F-15B’s fuselage. This configuration allows researchers to expose the model to realistic airflow conditions without altering the host aircraft’s aerodynamics.
During the January 12 event, the aircraft reached speeds of approximately 144 mph on the runway. The primary objective was to verify that the model could withstand the physical stresses of high-speed travel and that its extensive suite of sensors was functioning correctly. NASA reports that the taxi tests were successful, clearing the path for initial flight testing.
To capture the complex physics of airflow, the test article is heavily instrumented. According to technical data released by the agency, the model features:
Additionally, an infrared (IR) camera mounted on the F-15B provides real-time thermal imaging, offering a visual map of how air flows over the wing surface.
The core of this research addresses a specific aerodynamic challenge known as “crossflow instability.” Modern commercial airliners utilize swept wings to fly efficiently at high speeds. However, this sweep angle naturally generates turbulence, or crossflow, near the wing’s leading edge. This turbulence disrupts the smooth, laminar flow of air, increasing drag and forcing engines to burn more fuel.
CATNLF (Crossflow Attenuated Natural Laminar Flow) offers a passive solution to this problem. Rather than using heavy, complex mechanical systems to suck away turbulent air (known as active laminar flow), CATNLF relies on a specific reshaping of the wing’s airfoil. By altering the pressure gradients on the leading edge, the design dampens crossflow instabilities naturally. The current physical testing is grounded in extensive computational research. A NASA study conducted between 2014 and 2017 applied the CATNLF design method to a Common Research Model (CRM), which represents a modern wide-body airliner similar to a Boeing 777.
“A NASA computational study conducted between 2014 and 2017 estimated that applying a CATNLF wing design to a large, long-range aircraft like the Boeing 777 could reduce fuel burn by 5 to 10 percent.”
, NASA Press Release
The study utilized advanced flow solvers to simulate flight conditions, finding that the design could achieve laminar flow over approximately 60 percent of the wing’s upper surface. If applied to a global fleet of wide-body aircraft, a 5 to 10 percent reduction in fuel consumption would translate to millions of dollars in savings and a substantial decrease in carbon emissions.
While much of the recent media attention on Sustainability aviation has focused on the X-66A Transonic Truss-Braced Wing (TTBW), the CATNLF project represents a vital, complementary track of research. The X-66A relies on a radical structural change, long, thin wings supported by trusses, to achieve efficiency. In contrast, CATNLF focuses on airfoil optimization that could potentially be applied to various wing configurations, including standard tube-and-wing designs or the TTBW itself.
We observe that the distinction between “active” and “passive” laminar flow is crucial for Manufacturers. Active systems add weight and maintenance complexity, which Airlines generally oppose. By pursuing a passive geometric solution, NASA is targeting a “sweet spot” of high efficiency with minimal operational penalties, increasing the likelihood of adoption by airframers like Boeing or Airbus in the next generation of aircraft.
What is the main goal of the CATNLF project? How does this differ from other laminar flow technologies? When will this technology fly? What aircraft is being used for the tests? Sources: NASA Press Release
High-Speed Taxi Testing Details
Technical Specifications and Instrumentation
Understanding CATNLF Technology
Projected Efficiency Gains
AirPro News Analysis
Frequently Asked Questions
The primary goal is to validate a wing design that reduces aerodynamic drag by maintaining smooth (laminar) airflow over the wing, potentially reducing fuel consumption by up to 10%.
CATNLF is a “passive” technology. It relies on the shape of the wing to control airflow, whereas “active” systems require pumps or suction devices to mechanically remove turbulent air.
Following the successful taxi tests on January 12, 2026, NASA has scheduled initial flight testing to begin in the coming weeks.
NASA is using an F-15B Research Testbed. The experimental wing is a scale model mounted underneath the aircraft, not the wing of the F-15 itself.
Photo Credit: NASA
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