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Charlotte Bailey

Read the latest news about Archer Aviation. 

“Necessity is the mother of invention,” the old adage maintains, referencing the impetus with which elevated need drives the development of new technologies. Certainly, the mood at the June 2025 Paris Air Show recognized —as ever—the requirement for new and evolving innovation across the aviation and aerospace ecosystem.
However, this year’s show seemed infused with a sense of urgency, expedited by an underlying sense of realism not just in what is required but what is technically feasible. Whether defense applications or decarbonization endeavors, optimistic rhetoric seemed to take a back seat to acknowledging what can be practically and expediently delivered.
To set the scene: the French aerospace sector has long enjoyed a favorable funding position compared to other European peers. Just days before the show, the French Council for Civil Aeronautics Research (CORAC) announced its renewal of an annual €285 million ($325 million) budget, something French aerospace industries association GIFAS states supports more than 320 active projects across the country.
National and private funding support was evident through the presence of various exhibitors, from hydrogen-electric aircraft developer Blue Spirit Aero, which revealed its full-scale prototype just weeks before the show, and Aura Aero, which led the opening day’s flying display with its all-electric Integral E trainer. Both have received investment from France’s Occitanie region and French public investment bank BPI, amongst others.
France has long championed the evolution of established and start-up European players. However, with the world undeniably shifting ever closer to a war footing, rising geopolitical tension is facilitating crossover between companies by leveraging commercial expertise to hasten innovation and accelerate integration.
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<h2>Dual Applications</h2>
Although Aura Aero received EASA certification for its inaugural two-seat light trainer in December 2024, a separate military-focused business model (dubbed M) unveiled in February this year indicated the Toulouse-based startup’s willingness to diversify its interests. This also included a potential militarized version of its upcoming hybrid-electric 19-passenger regional Era aircraft, named the Intruder.
“This will enable Aura Aero to be stronger and utilize both application cases to accelerate decarbonization and share development costs,” explained Jérémy Caussade, co-founder and CEO of Aura Aero. Era is due to make its first flight in 2026 before a projected entry into service by the end of the decade.
Certainly, other companies (notably, also starting as all-electric clean-sheet aircraft developers) are considering the attributes of their aircraft applicable to military missions. Archer is also partnering with Anduril to, as the U.S. eVTOL developer announced in December 2024, “jointly develop a next-generation aircraft for defense applications.”
With Anduril senior v-p of engineering Shane Arnott believing “rapid innovation and scalable production are critical for maintaining technological superiority,” Archer reiterated its ability to “rapidly develop advanced VTOL aircraft using existing commercial parts and supply chains.” The resulting partnership would “accelerate speed to market for critical hybrid VTOL capabilities at a fraction of the cost of the more traditional alternatives,” it concluded.
Rival Californian company Joby has also committed four eVTOL aircraft to U.S. Air Force bases as part of its $313 million contract with the Department of Defense, part of the U.S. Afwerx Agility Prime program.
Over in the UK, Vertical Aerospace CEO Stuart Simpson also announced that “as the only remaining credible European eVTOL company, Vertical’s hybrid-electric capabilities position it as a key player amid growing defense budgets and increasing focus on sovereign industrial capability.”
<h2>Hybrid Propulsion Systems</h2>
Notably, Vertical Aerospace and Archer Aviation have both already announced (in May 2025 and December 2024, respectively) that hybrid variants of their aircraft are under development. This move away from exclusively all-electric concepts is complemented by Joby Aviation’s hydrogen-powered work, development carried out adjacent to its main project. Following on from the June 2024 523-mile record-breaking flight of its hydrogen-electric demonstrator, Joby appears to have flown a further nine-hour mission of a subsequent uncrewed demonstrator in July 2025, as per ADS-B data. Viewed by some as a complementary capability, others as a compromise to the original concept, it seems the era of the all-electric eVTOL may not yet be upon us.
Whether teaming hydrogen or conventional thermal capabilities with electrical power, hybrid propulsion architectures seem to be gaining in popularity. Perhaps indicative of an industry with a more conservative view of batteries’ current range restrictions (certainly for larger aircraft or longer missions), all-electric aspirations may prove elusive for now. (Although VoltAero revealed a new single-tailed aircraft configuration, ditching the previous twin-boom layout, no new all-electric concepts were launched at the show.)
One initiative embracing hybrid propulsion systems is a newly formed Daher-led French consortium, following in the footsteps of the recently concluded EcoPulse program. This previous hybrid-electric distributed-electric-propulsion project “has not only helped [Daher] design an operational system for a demonstration prototype but also tackle critical technological hurdles,” explained Daher chief technology officer Pascal Laguerre late last year.
A new two-year research consortium including Safran, Collins Aerospace, and Ascendance will now look to “study and define a hybrid-electric propulsion architecture for light aircraft with optimized propeller efficiency,” revealed Daher at Le Bourget. Supported financially by the French civil aeronautics research institute CORAC and the French Directorate General for Civil Aviation (DGAC), the TAGINE project will present its first environmental assessment results by the end of the year.
Although EcoPulse consortium member Airbus is not joining the new venture, it is collaborating with French start-up Ascendance to jointly explore hybrid-electric technologies. “This partnership with Airbus validates our vision: delivering practical, realistic technology that meets the demands of modern aviation,” commented Ascendance CEO and co-founder Christophe Lambert. Ascendance announced at Paris that its Sterna modular hybrid-electric propulsion system will be available to other aircraft developers, combining a Turbotech turbogenerator with Safran electric motors. The first aircraft set to employ the system will be Ascendance’s Atea hybrid-electric VTOL aircraft, with the first full-scale prototype expected to be fully assembled in early 2026.

<h2>Droning On?</h2>
Meanwhile, the imminent need to increase and augment national technological sovereignty was prevalent within the uncrewed aerial vehicle (UAV) space, with European companies also looking to explore ITAR-free (International Traffic in Arms Regulations) options that reduce reliance on U.S. exports.
The urge to bolster European production and distribution was evidenced by U.S. defense technology company Anduril’s ‘Fury’ Collaborative Combat Aircraft (CCA), which made its debut with German defense firm Rheinmetall. European manufacturing of the so-called loyal wingman drone will benefit from “leveraging modular subsystems interoperable with commercial off-the-shelf hardware,” explained Anduril. First flights are due this summer. Dassault Aviation also unveiled its own single-engine uncrewed combat air vehicle (UCAV), optimized for use alongside Rafale fighters, intended to be operational by 2033.
However, alongside established defense players, the capabilities of civil companies are also being applied to potential uncrewed military applications, embracing the design, manufacturing, certification, and supply chain management expertise these aerospace experts bring.
The French defense procurement agency’s (DGA’s) recognition of its current capability gaps was highlighted by its commissioning of five companies to develop a Medium Altitude Long Endurance (MALE) drone demonstrator, a type of uncrewed aircraft typically used in surveillance, reconnaissance, and light attack roles. Signing agreements with five emerging and long-standing companies represented a “decisive step in accelerating the MALE drone strategy of the Armed Forces Ministry,” explained the DGA, adding: “They will make it possible to create the best operational solution while respecting time and cost constraints.”
Crucially, the five selected candidates’ solutions will differ in range, payload, and estimated list price, representing a diverse approach to creating a product range that will benefit both French armed forces and potential export opportunities. The agility of the companies selected is perhaps indicative of the DGA’s requirement for a remotely piloted flight demonstration and full technical specification by the end of 2026: a testament to the tension of the times we live in. Daher’s partnership with Thales aims to provide what the former termed an “immediately operational ‘plug and fly’ solution based on a certified CS-23 (light aviation platform),” such as Daher’s existing TBM or Kodiak aircraft. “This approach simplifies integration and accelerates deployment,” explained Daher’s Laguerre, stressing that the adoption of existing architecture could see an airborne demonstration (potentially crewed or uncrewed) achieved in just six months.
Aura Aero’s MALE drone concept (dubbed Enbata) also leverages the French startup’s design, manufacturing, and certification expertise. The UAV will have a maximum weight of around two tons and be able to carry around a ton of payload for flights lasting up to 55 hours. “By reusing the technological building blocks developed for… Integral and Era [aircraft], this SME is taking on a new challenge,” explained general Stéphane Mille, former chief of staff of the French Air and Space Force.

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