AutoFlight flew five electric vertical takeoff and landing (eVTOL) aircraft from two weight classes in a single autonomous formation at its Bailian Lake Flight Test Base in Kunshan, China, with the lead 5-ton V5000 Matrix covering more than 133 km (about 72 nautical miles) in 47 minutes.

In a press release dated November 3, 2026, the company said the demonstrations took place on October 31 and November 1 and that the whole formation flew with no manual intervention. AutoFlight describes it as a world first for five eVTOL aircraft across two weight classes. It builds on a three-aircraft mixed formation the company flew in May 2026, and it puts the heavy V5000 platform, now in airworthiness certification as a cargo variant, alongside the smaller V2000CG CarryAll, which already holds Chinese certification.

Five aircraft, three models, one formation

The formation combined one V5000 Matrix with four 2-ton aircraft. AutoFlight lists three models in the flight: the V5000 Matrix, the V2000CG CarryAll cargo eVTOL and the V2000CGF CarryAll firefighting eVTOL. The release does not say how many of the four 2-ton aircraft were cargo or firefighting variants.

According to the company, the flight demonstrated automated flight control and safe separation across different aircraft models and weight classes. AutoFlight said that despite strong winds on November 1, the formation stayed stable and kept safe horizontal and vertical separation. The company noted that coordinating aircraft of different sizes and mission profiles requires precise route planning, flight control, communication and safety management.

Guests at the demonstrations included alumni representatives from the Stanford Executive Program (SEP) at Stanford Graduate School of Business, international eVTOL industry professionals, and AutoFlight customers and partners. They also visited Sunship, which AutoFlight describes as its water-based green vertiport on Dianshan Lake, and watched the formation from the lakeside.

Where the V5000 Matrix programme stands

From unveiling to certification

AutoFlight unveiled the Matrix on February 5, 2026, calling it the first 5-ton class eVTOL aircraft, and publicly flew the full mode-transition sequence of vertical takeoff, cruise flight and vertical landing, as AirPro News reported on the Matrix transition flight in February. The aircraft has a 20-metre wingspan, a 17.1-metre length and a maximum takeoff weight of 5,700 kg, and uses the company’s compound wing Lift and Cruise configuration with a triplane layout and six arms.

The February release described two variants. The passenger version can be fitted with 10 business-class seats or six VIP seats. The cargo variant uses a hybrid power system, carries up to 1,500 kg and has a forward-opening door sized for two AKE standard air cargo containers. AutoFlight gave a maximum range of 250 km (about 135 nautical miles) for the pure electric version and 1,500 km (about 810 nautical miles) for the hybrid-electric variant.

On May 24, 2026, AutoFlight reported its first mixed three-aircraft formation, with one V5000 Matrix and two V2000-series aircraft, which tested communication links, route planning, flight coordination and safety control across 5-ton and 2-ton platforms. In the same release, the company said the cargo hybrid-electric V5000CGH had entered airworthiness certification after the February transition flight.

The V5000CGH and the V2000 family

AutoFlight’s May release lists the V5000CGH with a 5,700 kg maximum takeoff weight, a 1.5-ton payload, a 14 m³ cargo hold that fits two AKE containers, a cruise speed of 280 km/h (about 151 knots) and a range of 1,500 km. The company positions it for large-scale emergency rescue, offshore energy supply and inter-provincial heavy feeder logistics.

The smaller V2000CG CarryAll, one of the models in the November formation, has received the Civil Aviation Administration of China (CAAC) type, production and airworthiness certificates, according to the May release, which also said the V2000EM Prosperity passenger model was in compliance demonstration. AutoFlight said its airworthiness team has experience from the ARJ21-700, C919 and Diamond DA42 programmes.

What AutoFlight says comes next

AutoFlight said the five-aircraft flight lays technical groundwork for low-altitude transport networks covering long-haul, regional and last-mile routes. As part of its Advanced Air Mobility (AAM) development, the company said it is exploring ways to connect air and sea mobility using eVTOL aircraft and platforms such as Sunship.

In May, the company said it would continue airworthiness compliance work to speed V5000CGH testing, flight trials and certification. Neither the May nor the November release gives a target date for V5000CGH certification or names a launch operator for the type.

NASA unveiled the X-70 Fractal, a crewed experimental aircraft with rapidly reconfigurable flight-control technology, at the UP.Summit at the agency’s Kennedy Space Center in Florida on November 4, 2026. NASA Administrator Jared Isaacman said the agency expects “her first flight under the NASA banner within the next two years.”

NASA describes the X-70 as a high-performance, highly adaptable research platform meant to speed up the development and testing of advanced aviation technologies. The agency says its flight-control technology will let it explore aircraft maneuverability in ways never before shown in crewed flight, and that it can carry up to 2,000 pounds of experimental payloads in internal and external locations.

What NASA has disclosed

According to NASA’s release, the X-70 Fractal has a takeoff weight of 10,000 pounds and is designed to cruise at Mach .75, reach altitudes of up to 45,000 feet and fly an operational range exceeding about 1,500 nautical miles (1,726 miles). The release does not name a manufacturer, an engine or a base aircraft, and it does not give a cost.

Isaacman said the X-70 gives NASA “a crewed, high-performance platform to test advanced flight-control” and other technologies in real flight. Laurie Grindle, director of the Aeronautics Division within NASA’s Research and Technology Mission Directorate, said it is “exciting to bring on another X-plane to accelerate and drive aeronautics research.”

Where the X-70 fits among NASA’s X-planes

NASA places the X-70 in a line of experimental aircraft that includes the Bell X-1, the first to break the sound barrier in 1947, the X-15 hypersonic research aircraft and the X-59 quiet supersonic demonstrator.

The X-59, the centerpiece of NASA’s Quesst mission, made its first flight on October 28, 2025, taking off from U.S. Air Force Plant 42 in Palmdale, California, and landing at NASA’s Armstrong Flight Research Center in Edwards, California, after 67 minutes, according to NASA. AirPro News has followed the X-59’s first year of flight testing.

The two aircraft serve different purposes. NASA built the X-59 to prove that supersonic flight over land can be quiet enough for public acceptance, while it presents the X-70 as a highly adaptable platform for carrying experimental payloads and testing flight-control technology in crewed flight.

What comes next

NASA says the X-70 will expand its capacity for experimental flight research, speed up testing of emerging technologies and help advance American aviation. Beyond Isaacman’s expectation of a first flight under the NASA banner within two years, the release gives no test schedule, test location or payload customers for the aircraft.

GE Aerospace and BETA Technologies have completed what GE Aerospace calls the first hybrid electric assisted takeoff of a plane designed for commercial airliner altitudes with passengers, using a modified Saab 340B at BETA’s flight test facility in Plattsburgh, New York. Early observations show the hybrid electric takeoff was quieter than a takeoff on gas engines alone, the company said.

GE Aerospace announced the milestone at the Up.Summit industry event, in a press release dated November 4, 2026. Earlier hybrid flights used electric assist during climb and cruise, plus power regeneration during cruise and descent, according to the release.

How the test aircraft is set up

The Saab 340B carries a traditional GE Aerospace CT7 gas engine on one side. On the other side is a modified hybrid electric engine, which GE Aerospace describes as a fully integrated megawatt-class, multi-kilovolt propulsion system. During the takeoff, electric motors and a battery system supplied extra power.

GE Aerospace Vice President of Future of Flight Engineering Arjan Hegeman said the company is proving a suite of technologies, including hybrid systems and the Open Fan architecture, to meet customer needs. “GE Aerospace is advancing the building blocks that will define the future of hybrid electric flight,” he said.

The release does not give the takeoff power split, the battery capacity or a noise figure. GE Aerospace described the noise result as an early observation.

From a ground rig to the Atlantic crossing

GE Aerospace’s megawatt-class hybrid electric work has a long history with NASA. According to a NASA article published on July 20, 2026, the agency spent about seven years on preliminary research with small businesses and other partners, working on power, thermal and battery technology and on integrating the power system, engine and aircraft. In 2022, GE Aerospace tested an integrated version of its propulsion system at NASA’s Electric Aircraft Testbed at the Neil A. Armstrong Test Facility in Sandusky, Ohio, simulating 45,000 feet, the altitude range where commercial single-aisle aircraft fly.

NASA said the engine it developed with GE Aerospace integrates electric motors, a gas turbine and energy storage, and was designed to power an aircraft about the size of a regional-class jet, with the aim of reducing fuel burn and costs without sacrificing performance. “This is the culmination of more than 15 years of work,” said Ralph Jansen, an aerospace engineer at NASA’s Glenn Research Center in Cleveland.

In May 2026, GE Aerospace, NASA, BETA and Boeing achieved the first hybrid electric flight above 30,000 feet, matching passenger airliner altitudes, through the NASA Electrified Powertrain Flight Demonstration (EPFD) project, GE Aerospace said. The EPFD aircraft then ferried to the United Kingdom for the Farnborough International Airshow, in what the company describes as the first hybrid electric flights to cross the Atlantic. NASA said the Farnborough appearance was the system’s public debut.

The BETA partnership

BETA’s role builds on a partnership the two companies announced on September 4, 2025. Under that agreement, which was subject to regulatory approval, GE Aerospace said it would make a $300 million equity investment in BETA and would have the right to designate a director to BETA’s board. The companies also said they planned to develop a hybrid electric turbogenerator for Advanced Air Mobility (AAM) applications, including long-range Vertical Takeoff and Landing (VTOL) aircraft and future BETA aircraft, using GE Aerospace’s CT7 and T700 engine capabilities.

Where hybrid fits in GE Aerospace’s engine plans

GE Aerospace said hybrid systems work with different fuel types and with advanced architectures such as Open Fan, which removes the traditional engine casing to allow a larger fan with less drag. Both technologies are being developed through the CFM RISE program.

According to the release, RISE was unveiled in 2021 and has completed about 500 test campaigns and more than 10,000 endurance and dust ingestion cycles. It covers Open Fan, compact core and hybrid electric systems, and targets more than 20% better fuel burn than current commercial engines. CFM International is a 50-50 joint company of GE Aerospace and Safran Aircraft Engines.

For operators and lessors, the main caveat is in the release itself: GE Aerospace said RISE is a demonstration program, not a product for sale. The company did not give a schedule for further hybrid electric tests or a target aircraft program.