NOEMI Aerospace Develops Amphibious Firefighting Aircraft Variant

NOEMI Aerospace is developing a dedicated amphibious firefighting variant of its upcoming aircraft platform, aiming to deliver a 4-tonne water payload capability with significantly shorter scooping distances than legacy water bombers.

In an August 4, 2026 press release, the Norwegian manufacturers announced it is actively seeking government agencies and industrial partners to launch the firefighting program. Company leadership indicated this specialized variant could potentially reach the market before the baseline passenger aircraft.

Performance and payload specifications

The proposed firefighting aircraft is designed to carry approximately 4 tonnes of water or 3 tonnes of fire retardant. According to the company, the aircraft will offer a ferry range of 2,000 nautical miles and a maximum cruise speed of 190 knots, depending on the final propulsion configuration.

A key operational advantage of the NOEMI design is its required open water distance for scooping. Aviation International News reported the aircraft requires 2,800 feet of water to scoop a full load, compared to the 4,500 feet required by the widely used Canadair CL-415. This reduced distance allows operators to utilize smaller lakes and rivers closer to fire zones, increasing the frequency of water drops.

While the baseline passenger variant is designed around a fully electric aviation propulsion system, the firefighting variant will likely utilize a hybrid-electric or conventional fuel system to maximize payload.

“If you start to downsize that battery package and integrate a hybrid system, you really increase the useful load dramatically,” NOEMI Aerospace Founder and Chief Executive Officer Eric Lithun told Aviation International News.

Multi-mission strategy and prototype funding

The firefighting variant is part of a broader multi-mission strategy NOEMI Aerospace unveiled on May 19, 2026. The company, formerly known as Elfly Group, is designing a core amphibious airframe that can be adapted for passenger transport, cargo, skydiving, and military operations.

“Our strategy has always been to develop one highly capable platform that can serve multiple markets,” NOEMI Aerospace Chief Engineer Simon Bendrey stated in the press release. “Firefighting is one of the most attractive adjacent opportunities because it requires many of the same strengths our aircraft is already designed to deliver.”

Development of the core platform is supported by recent government funding. On July 15, 2026, Innovation Norway awarded NOEMI Aerospace a €3 million grant. According to eVTOL Insights, this grant is matched by €4 million in private investments, fully funding the €7 million flight test program for the TAC-1 full-scale experimental prototype.

The company is currently assembling the TAC-1 prototype at Torp Sandefjord Airport (TRF) in Norway. Aviation Week reported that initial propeller testing on a ground rig is expected by the end of the third quarter of 2026, with the TAC-1 targeting a first flight in late 2027. Type certification for the baseline passenger aircraft is targeted for 2030.

AirPro News analysis

The global aerial firefighting fleet is facing a capacity crisis. Climate change is extending fire seasons and increasing fire intensity, while the primary workhorse of the industry, the Canadair CL-415, has been out of production for nearly a decade. While De Havilland Canada is working to launch the updated DHC-515, delivery slots are limited and heavily backlogged by European government orders.

NOEMI Aerospace is positioning its platform to fill this exact gap. The decision to pivot from pure electric to hybrid-electric or conventional propulsion for the firefighting variant is a necessary engineering compromise. Current battery energy density cannot support the high payload and rapid turnaround requirements of aerial firefighting. By swapping heavy battery packs for a hybrid system, NOEMI reclaims the weight capacity needed for a 4-tonne water payload.

We note a typographical error in the manufacturer’s August 4 press release, which lists a 32-tonne retardant capacity in its bulleted specifications. Given the aircraft’s maximum water payload of 4 tonnes and a separate mention of a 3-tonne retardant payload earlier in the same document, the 3-tonne figure is the accurate specification.

Sources: NOEMI Aerospace