This article is based on an official press release from SkyNRG and accompanying project documentation.

SkyNRG Reaches Financial Close on Europe’s First Standalone Greenfield SAF Plant

SkyNRG has officially reached financial close for DSL-01, its first dedicated commercial-scale Sustainable Aviation Fuel (SAF) production facility. Located in Delfzijl, Netherlands, the project marks a significant milestone in the European aviation sector’s transition to renewable energy. According to the company’s announcement, construction on the facility has already commenced, with full operations targeted for mid-2028.

The DSL-01 project is distinguished as Europe’s first standalone greenfield SAF plant, meaning it is being built from the ground up rather than as an expansion of an existing fossil fuel refinery. Once operational, the facility is projected to produce 100,000 tonnes of SAF annually, alongside 35,000 tonnes of by-products including bio-propane and naphtha.

Maarten van Dijk, CEO and Co-Founder of SkyNRG, emphasized the strategic importance of this development in a statement regarding the launch:

“Reaching this important milestone… marks an important step in our transition to becoming an owner and operator of SAF production capacity. This milestone demonstrates growing market confidence in scalable SAF production and provides a model for future sustainable fuel projects globally.”

Project Specifications and Technology

The facility will utilize Topsoe’s HydroFlex™ technology, operating on the Hydroprocessed Esters and Fatty Acids (HEFA) pathway. SkyNRG has stated that the plant will process waste oils and fats,predominantly sourced from regional industries,and will explicitly exclude virgin vegetable oils such as palm or soy to avoid competition with food supplies. The project aims to deliver a lifecycle CO2 emissions reduction of more than 85% compared to fossil jet fuel.

Technip Energies has been awarded the Engineering, Procurement, and Construction (EPC) contract for the site. While specific contract values are often confidential, industry reports estimate the value between €500 million and €1 billion. The construction phase is expected to generate hundreds of jobs in the Groningen Seaports region, contributing to the area’s developing green industrial cluster.

Financial Structure and Investment Partners

A critical aspect of the DSL-01 project is its financial structure. It is the first commercial-scale SAF plant to secure non-recourse project financing, a move that signals increasing maturity in the SAF market. Under this structure, lenders are repaid based on the project’s future cash flow rather than the general assets of the parent company.

The investment consortium includes:

• APG: Investing up to €250 million on behalf of the Dutch pension fund ABP.
• Macquarie Asset Management: Contributing approximately €50 million, adding to its previous investments in SkyNRG.
• Debt Syndicate: A consortium of major banks including ABN AMRO, BNP Paribas, Rabobank, Crédit Agricole, and Deutsche Bank.

Arjan Reinders, Head of Infrastructure Europe at APG, noted the alignment of this investment with broader sustainability goals:

“SkyNRG represents the first investment in the SAF sector on behalf of our client [ABP], which is closely aligned with our ambition to create impact by investing at the forefront in energy transition assets.”

Strategic Partnerships and Offtake Agreements

To ensure the commercial viability of the plant, SkyNRG has secured long-term offtake agreements. KLM Royal Dutch Airlines has committed to purchasing 75,000 tonnes of SAF annually for a period of 10 years. This volume represents three-quarters of the plant’s total SAF output and is essential for KLM to meet upcoming EU mandates under the ReFuelEU Aviation Regulation.

Additionally, SHV Energy has agreed to purchase the bioLPG (bio-propane) by-products produced by the facility. Shell, a strategic partner of SkyNRG since 2019, retains an option to purchase SAF from the plant and continues to provide technical and commercial expertise.

AirPro News Analysis

The successful financial close of DSL-01 represents a pivotal moment for the SAF industry, specifically regarding “bankability.” Historically, SAF projects have struggled to attract traditional project finance due to perceived technology and market risks. The willingness of a major banking syndicate to provide non-recourse debt suggests that financial institutions now view HEFA-based SAF production as a stable asset class.

Furthermore, the timing of this project aligns directly with the European Union’s “Fit for 55” regulatory package. With the ReFuelEU Aviation Regulation mandating a 2% SAF blend by 2025 and rising to 6% by 2030, the DSL-01 facility will come online just as demand pressures intensify. Unlike competitors expanding existing refineries, SkyNRG’s success with a standalone greenfield site provides a “proof of concept” that could accelerate the development of similar independent facilities globally, such as their planned projects in the United States and Sweden.

Sources:

• SkyNRG Press Release
• Technip Energies Announcement
• APG Investment Statement

This article is based on an official press release from Electra Aero.

Electra Aero Secures Critical Patents for Hybrid-Electric eSTOL Propulsion

Electra Aero (Electra) has announced the granting of three new United States patents that protect the core control and safety architectures of its hybrid-electric short takeoff and landing (eSTOL) aircraft. According to the company’s February 11, 2026, press release, these patents cover proprietary technologies essential for the commercial viability of its “blown lift” propulsion system.

The newly protected intellectual property addresses the complex software and human-machine interfaces required to manage distributed electric propulsion. By securing these patents, Electra reinforces the certification path for its flagship 9-passenger EL9 aircraft, which is currently anticipated to enter service between late 2029 and 2030.

Patenting the “Brain” of the Aircraft

While much of the public attention in electric aviation focuses on battery density and motor power, Electra’s recent announcement highlights the critical role of control logic. The three patents (US Pat. #12,384,550, #12,298,151, and #12,489,181) specifically address how a pilot interacts with an aircraft that utilizes eight distributed motors to generate lift at low speeds.

Simplified Flight Path Control

The most significant of the new patents, US Pat. #12,384,550, covers a “one-lever” flight path control system. In a standard multi-engine aircraft, managing thrust across eight separate motors during a precision landing would be an overwhelming task for a pilot. Electra’s solution, as described in their release, utilizes a closed-loop system where the pilot commands a specific flight path angle through a single interface.

The onboard computer then dynamically adjusts the thrust across the distributed propulsors to maintain that path. This allows the pilot to select a mode, such as takeoff, cruise, or descent, while the software handles the complex thrust-lift management required to keep the aircraft stable.

Enhanced Pilot Guidance and Safety

The remaining two patents focus on the pilot interface and high-voltage safety:

• US Pat. #12,298,151 (Pilot Guidance Display): This patent protects the display logic designed to guide pilots during ultra-short takeoffs and landings. The system reduces cockpit workload by presenting simplified cues, removing the need for pilots to manually calculate complex thrust-lift ratios during critical phases of flight.
• US Pat. #12,489,181 (Battery Disconnect System): Addressing the safety challenges of hybrid-electric aviation, this patent covers a system for isolating battery packs. This technology is vital for maintenance safety, crash protection, and the management of high-voltage systems during flight.

Understanding “Blown Lift” Technology

These patents are designed to support Electra’s unique aerodynamic approach known as “blown lift.” Unlike standard fixed-wing aircraft that rely solely on forward speed to generate lift, or eVTOLs (electric Vertical Takeoff and Landing) that use raw power to hover, Electra’s design utilizes eight electric motors distributed along the leading edge of the wing.

According to company technical data, these motors blow air over the wing at high speeds, generating lift even when the aircraft itself is moving slowly (as low as 30-35 mph). This allows the EL9 to take off and land in under 150 feet (approximately 45 meters), enabling it to utilize infrastructure such as soccer fields, parking lots, and barges.

AirPro News Analysis

The granting of these patents signals a maturity in Electra’s development cycle. In the early stages of electric-aviation, the primary hurdles were physical: battery energy density and motor weight. As companies like Electra move toward certification, the hurdles shift toward human factors and control laws.

The “one-lever” control patent is particularly notable because it directly addresses the FAA’s certification requirements for pilot workload. By automating the differential thrust required for blown lift, Electra is effectively arguing that their complex eight-motor aircraft is as simple to fly as a standard turboprop. This simplification is a prerequisite for single-pilot operations, which are essential for the economic viability of regional air mobility.

Commercial Momentum and Timeline

Electra’s intellectual property wins come amidst a period of significant commercial activity for the Virginia-based manufacturer. The company reports an order book exceeding 2,200 pre-orders, valued at over $8 billion. This backlog includes agreements with major operators such as the Bristow Group, which signed a launch agreement in January 2026 to secure the first delivery slot for the EL9.

The company’s roadmap outlines the following key milestones:

• 2027: Scheduled first flight of the full-scale EL9 commercial aircraft.
• 2029–2030: Anticipated FAA Part 23 certification and entry into commercial service.

Electra previously validated its physics models through the successful flight testing of the EL2 Goldfinch, a two-seat technology demonstrator, which concluded its test campaign in early 2024. The company applied for FAA Part 23 Type Certification in December 2025, formally beginning the regulatory review process for the commercial EL9 model.

Sources

• Electra Aero Press Release

This article summarizes reporting by Reuters and The Air Current.

ERC System Completes First Public Flight of “Romeo” eVTOL Amidst German Industry Crisis

On February 6, 2026, Munich-based aerospace startup ERC System (formerly ERC) successfully conducted the first public test flight of its full-scale eVTOL prototype, “Romeo.” The demonstration took place at the Erding Military Airfield near Munich.

According to reporting by Reuters, this milestone positions ERC as a resilient player in the German aerospace sector, standing in stark contrast to the recent financial collapses of high-profile competitors like Lilium and Volocopter. While the prototype is capable of autonomous operation, the company confirmed that this initial public demonstration was piloted remotely for safety purposes.

A Heavy-Lift Milestone

The “Romeo” prototype represents a significant technical achievement in the European eVTOL (electric vertical takeoff and landing) landscape. Industry reports indicate that the aircraft has a Maximum Takeoff Weight (MTOW) of 2.7 tonnes, making it one of the largest eVTOLs to fly in the region to date.

The aircraft utilizes a “lift-and-cruise” configuration, a design choice often favored for its certification simplicity compared to tilting mechanisms. The specifications, as detailed in technical briefings, include:

• Configuration: Eight vertical rotors for lift and two horizontal push-propellers for cruise flight.
• Payload: Greater than 500 kg (1,100 lbs), designed to accommodate a patient, medical crew, and equipment.
• Projected Range: Approximately 800 km (500 miles) utilizing a hybrid-electric propulsion system.
• Speed: Cruising speeds of roughly 220 km/h (136 mph).

While the test flight likely utilized an all-electric mode, the production version is intended to feature a hybrid system combining a turbine generator with batteries to achieve the extended ranges necessary for inter-hospital transport.

“We’ve proven we can get 2.7 tonnes into the air, and therefore later the payload we need.”

, Maximilian Oligschlaeger, CCO of ERC System (via Reuters)

Strategic Pivot: Medical Logistics Over Air Taxis

Unlike its competitors who focused heavily on the consumer “air taxi” market, a sector plagued by regulatory hurdles and high infrastructure costs, ERC has pursued a Business-to-Business (B2B) strategy focused on medical logistics. The company aims to facilitate rapid hospital-to-hospital patient transport.

This focus is supported by strategic partnerships, most notably with DRF Luftrettung, one of Europe’s largest air rescue organizations. According to statements summarized by AIN Online, DRF intends to be a launch customer, utilizing the aircraft to modernize its fleet for the 2030s.

Dr. Krystian Pracz, CEO of DRF Luftrettung, emphasized the necessity of this evolution in public remarks:

“Current trends in healthcare… require new solutions. That is why we are convinced that the ERC aircraft will have a permanent place in our fleet in the 2030s.”

Industry Context: The “German eVTOL Crisis”

The timing of ERC’s success is critical for the German aviation industry. As noted by The Air Current, the sector is currently navigating the insolvency of former champions Lilium and Volocopter. Lilium filed for insolvency again in early 2026 after failing to secure rescue funding, while Volocopter entered restructuring proceedings in late 2024.

ERC appears to have avoided the liquidity crises of its rivals by securing backing from industrial partners rather than relying solely on venture capital. The company is financially supported by IABG, a major German engineering and defense analysis firm, which also provides access to testing infrastructure like the Erding airfield.

AirPro News Analysis

The Reality of the 2031 Timeline

While the flight of “Romeo” is a triumph, the projected market entry of 2031 offers a sobering reality check for the industry. Earlier in the decade, competitors promised commercial operations by 2025 or 2026, deadlines that proved impossible to meet due to the complexities of EASA certification.

ERC’s target of 2031 suggests a more mature, albeit conservative, understanding of the regulatory landscape. EASA’s SC-VTOL standards require a safety rating of 10^-9 (one catastrophic failure per billion flight hours), a bar set as high as commercial airliners. By aligning their funding runway with a decade-long certification path, ERC may succeed where “move fast and break things” startups failed. However, maintaining liquidity for another five years of pre-revenue development remains a formidable challenge.

Frequently Asked Questions

What is the primary use case for the ERC “Romeo”?
The aircraft is designed primarily for medical transport, specifically transferring patients and medical crews between hospitals, rather than general passenger travel.

How does “Romeo” differ from a helicopter?
It uses a hybrid-electric powertrain and distributed propulsion (multiple rotors), which aims to be quieter, more efficient, and safer due to redundancy compared to traditional single-rotor helicopters.

When will the aircraft enter service?
ERC System targets market entry by 2031, pending certification by the European Union Aviation Safety Agency (EASA).

Sources:
Reuters
The Air Current
AIN Online