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Safran's TG600 Turbogenerator Powering Electra EL9 Hybrid-Electric Aircraft
Electra secures a life-of-program deal with Safran for the TG600 turbogenerator, key to powering its hybrid-electric EL9 Ultra Short eSTOL aircraft.
The gist
Electra commits to Safran’s TG600 turbogenerator for the hybrid-electric EL9, aiming for a 2027 prototype flight and 2030 entry into service.
Continuing coverage
All Hybrid-Electric →Electra, a pioneer in hybrid-electric aviation, announced a comprehensive agreement with Safran covering turbogenerator production for its flagship EL9 Ultra Short eSTOL (electric short takeoff and landing) aircraft. Central to the EL9’s propulsion system is Safran Helicopter Engines’ TG600 turbogenerator, built around the efficient Arrano gas turboshaft engine. Electra has placed an initial order for 250 units of the TG600, highlighting the scale of its ambitious electrification program. This new deal follows a prior collaboration focused on developing the 600-kilowatt electric turbogenerator system for EL9 prototypes.
The EL9 Ultra Short is designed to revolutionize short-haul air travel by enabling takeoffs and landings with only a 150-foot ground roll, significantly expanding potential access points beyond traditional airports. Electra envisions the EL9 operating from rooftops, parking lots, malls, and other unconventional urban spaces, bypassing airport congestion and lengthy ground transfers. With a nine-passenger capacity, the EL9 aims to serve routes between 50 and 265 miles, connecting over 2,600 underserved routes where conventional air service is impractical. Electra claims approximately 2,200 provisional orders from over 60 operators, reflecting strong market interest.
The TG600 turbogenerator serves as the heart of the EL9’s hybrid-electric propulsion system and is complemented by eight electric motors supplied by Evolito. Safran reports that the Arrano engine powering the TG600 achieves an 18 percent fuel efficiency improvement compared to similar in-service turboshaft engines, aligning with Electra’s sustainability and performance targets. Additionally, Safran Electrical & Power provides two GENeUS electric generators to further integrate the hybrid system. Safran Helicopter Engines began assembling the first TG600 units for Electra prototypes in early 2026, indicating the program is advancing rapidly towards flight testing.
Safran’s experience in electric aviation extends beyond the TG600, having received the European Union Aviation Safety Agency’s type certification in 2025 for its ENGINeUS 100 electric motor. This motor supports two-to-four-seat aircraft and hybrid regional designs, underpinning Safran's reputation in hybrid-electric propulsion. The company has partnered with various manufacturers including Diamond Aircraft, Aura Aero, and VoltAero, demonstrating a broad industry footprint in electrified powertrains. Beyond civil applications, Safran collaborates with Collins Aerospace and others to research hybrid systems for six-to-ten-seat aircraft, exemplifying its commitment to the emerging advanced air mobility market.
Electra’s development also leverages contributions from other aerospace leaders. Honeywell supplies the EL9’s flight control computers and electromechanical actuators, while Lockheed Martin’s Skunk Works aids in design and commercialization efforts. The company retains tight control over many proprietary systems, having secured multiple patents for innovations within its blown-lift propulsion technology, which is fundamental to achieving the aircraft's ultra-short takeoff capabilities. This system redirects engine airflow downward, enabling takeoffs at just 35 knots ground speed.
The EL9 prototype’s first flight is targeted for 2027 or 2028, with certification and commercial introduction anticipated by 2030. Electra projects the need for a fleet of 12,000 to 16,000 aircraft within its first decade of operation to serve urban and regional markets effectively. This scale would position the EL9 as a key player in reshaping short-range air mobility, aiming to relieve ground traffic and redefine commuter air service standards.
Safran’s president, Cédric Goubet, characterized the turbogenerator contract as the official launch of the company’s turbogenerator activities, marking a strategic expansion beyond its established turboshaft expertise. He emphasized that the TG600 represents one of the most advanced and efficient hybrid-electric propulsion products available, ideally matching the EL9’s operational requirements. This partnership is a critical milestone both for Safran’s electrification ambitions and Electra’s mission of innovating practical, market-ready advanced air mobility solutions.
Frequently asked questions
- What is the role of Safran’s TG600 turbogenerator in the Electra EL9 aircraft?
- The TG600 turbogenerator is the core of the EL9’s hybrid-electric propulsion, providing power based on Safran’s efficient Arrano turboshaft engine to drive the electric motors.
- When is the Electra EL9 expected to perform its first flight and enter service?
- The EL9 is scheduled for its debut flight in 2027 or 2028, with certification and commercial entry planned by 2030.
- How does Electra plan to utilize the EL9 aircraft to transform urban and regional air travel?
- The EL9 is designed for ultra-short takeoff and landing from non-airport sites like rooftops and parking lots, serving underserved routes to reduce ground travel time and congestion.
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All Aviation Safety →
EASA revamps flight training simulator rules with new capability-based system
More flexible qualification framework lessens dependence on full-flight simulators. Europe's safety regulator has embarked on an implementation programme after overhauling the qualification framework for flight-simulation training devices. The change shifts away from the previous regulatory structure – founded on fixed device types and levels – to a more flexible capability-based approach, providing more freedom to use systems other than full-flight simulators. This enables training devices to be assessed for "what [they] can actually do", says European Union Aviation Safety Agency (EASA) flight standards director Francesco Gaetani. EASA had previously highlighted the need for a rule change in order to overcome "discrepancies and barriers" that restricted the possibility of obtaining training credits when using different types of training device. It had pointed out that flight-training devices would remain relegated to a limited role, while full-flight simulators dominated the sector, unless the situation was addressed. EASA drew up proposals based on a "capability signature" – essentially a standardised 'fingerprint' of the training device's fidelity levels and features. The new framework has also adapted to account for advances in technology including virtual reality and touchscreen interfaces. "It supports innovation, enables new technologies to be integrated into training and helps ensure that pilots continue to receive effective, high-quality training in an evolving aviation environment," says Gaetani. Approved training organisations will have more freedom to choose simulation devices which are most suited to achieving the necessary training objectives, through an optional 'task-to-tool' methodology. EASA has initiated an implementation support programme, including stakeholder workshops set to begin at its Cologne headquarters in December this year.
Pilots Honor Time-Honored Rites of Passage from First Solo to Captain Upgrade
Milestones in our lives, such as weddings, graduations, religious ceremonies, and significant birthdays usually involve a celebration. But I'd say nearly every pilot looks at their first solo flight as a major rite of passage they never forget. It marks the first time a person realizes they're truly responsible for their own life. Brush it off or not. It demands a sense of pride. Considerable research ( asking my lunch buddies and checking at Sporty's ) confirms the tradition of the flight instructor cutting off a piece from the back of their student's shirt still happens, even in many of today's mega-flight schools. The practice supposedly began when instructors sat behind their students in tandem trainers like J-3 Cubs with no intercom. When the student did something dumb, the instructor would tug on their shirt and yell or demonstrate what was wrong. When the student began to consistently demonstrate they could fly the traffic pattern and land with no tugs on their shirt, the CFI climbed out and sent the learner around for three solo takeoffs and landings. On landing, the shirt was cut off and inscribed—usually kept forever. This Article First Appeared in FLYING Magazine If you're not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats. Subscribe Now These days, students typically know in advance that they're scheduled to solo on a particular day—weather permitting and having passed all pre-solo requirements like licenses, medicals, and tests. They launch alone from the hangar or tie-down, announce (if it's a controlled field) that this is a first solo, make three takeoffs and landings, and return to the hangar. Well, I'm sorry but I hate that. Back in the day, I'd work with the student on all the flying basics until finally entering the traffic pattern for takeoff and landing practice. If things didn't progress well, we'd head back out in the practice area and review airspeed and altitude control, stalls, ground reference maneuvers, or whatever. Then back to the airport where we'd concentrate on flying a precise pattern with appropriate airspeeds and a flare-out…but no touchdown. Flying down the runway with reduced power but in level slow flight a few feet off the ground—focusing on the far end—and then going around was an effective way of handling ground shyness. Finally, we'd ease off the throttle, gently raise the nose above the end of the runway, and the main gear would touch. Seeing the delight in the student's eyes was marvelous. READ MORE: Aviation Fuel-ishness Can't Be Overlooked READ MORE: Memories of the Iconic 'Gooney Bird' Stirred After a successful hour or so, I'd slide my seat back and (nearly) close my eyes, pretending I was majorly bored. Finally, I'd announce, "I'm tired of riding around this pattern with you. Let me out at the intersection and make three takeoffs and landings by yourself." The tower was OK with our clearing the runway and letting me out in the grass in the middle of the field, where I would sit, making daisy chains or picking wildflowers, while my fledgling student made circuits and landings. More than once, afterward, they'd clear the student back to the hangar, stranding me in the grass. That involved my climbing up five flights in the tower, uttering a few choice words and calling somebody to pick me up. And, yes, I'd cut part of my student's shirt off in a celebratory ceremony at the hangar. Other past traditions I've heard of are dumping a pail of water over their head, cutting off the necktie (remember those?) or even mashing a cream pie in the face. But fledgling pilots aren't the only aviators who mark upgrades or being "kicked upstairs." The best story I know involved my friend Kevin Uppstrom, a longtime Kalitta Air pilot who hauled freight in DC-3s for years (and taught me so much). In—mostly—Kevin's words: "Upgrading to captain was a lengthy process involving the completion of ground school, 30-plus hours of confidence-destroying simulator training and a round-the-world ride with a check airman for Operational Experience (OE). You'd make all the calls, do all the planning, deal with any problems, and fly one segment from the right seat. Only then (when the check airman was satisfied or tired of riding with you) would an FAA inspector observe a line check within the United States—the final step in the upgrade procedure. Then you were on your own, a graduate from a three-striper to four. "I deadheaded on one of our planes to Liege, Belgium, and then downrange to Bahrain, where, after a rest period, I would be flying as aviator in charge with a great crew—a low-key first officer and plumber (flight engineer). Rather than announcing my presence with an 'I'm the captain and you will respect my authority' attitude [definitely NOT a Kevin mentality], I wanted to start off on the right foot. So I planned to meet my crew in the hotel lobby next morning sporting both my three-stripe shoulder boards AND my four-stripe boards—a total of seven boards—on each shoulder of my uniform shirt. The sewing was tedious, somewhat of a challenge, but I got it done. "Next morning, I left the room early to be the first to meet my crew downstairs but, striding across the hotel lobby, I met up with an Atlas [Air] crew who gave me some truly odd looks. I think they thought I was some kind of field marshal. Eventually, my guys showed up and, knowing my sense of humor, smiled as they took in my seven stripes. "Since we were in the Middle East, where they place an inordinate amount of importance on things like gold braids and stripes, I didn't want to create an international incident with customs. So I demoted myself to a mere four-striper once we boarded the van to the airport. But being the supreme leader was fun while it lasted." Maybe you can understand how much I value Kevin as a person and a pilot. I met him when he was chief pilot, accumulating 16,000-plus hours flying DC-3s, Beech 18s, and a Learjet for a Part 135 freight operation in Middletown, Ohio (KMWO). I was the FAA inspector doing check rides for the company. By the late 1990s that part of the airfreight business was dying, and he was left with a big decision. He made "starting over" with this large airfreight airline based in Detroit and flying worldwide the right one. Whether it's a first solo or a captain upgrade, these moments stand as hard-earned milestones that define a pilot's journey. This column first appeared in the June Ultimate Issue 971 of the FLYING print edition.
Frontier to Launch Starlink High-Speed WiFi Across Fleet in Early 2027
Frontier Airlines is set to revolutionize in-flight connectivity. The Denver-based low-cost carrier announced on July 14, 2026, that it will introduce Starlink, delivering high-speed, low-latency WiFi across its fleet. ezstandalone.cmd.push(function () { ezstandalone.showAds(119); }); Frontier will be the first US airline to offer passengers access to Starlink’s high-speed internet through a new system managed directly by Starlink.news.flyfrontier.com The first Starlink-equipped aircraft is scheduled for early 2027. Passengers can soon enjoy seamless HD streaming, online gaming, video calls, web browsing, and productivity tools at 35,000 feet. ezstandalone.cmd.push(function () { ezstandalone.showAds(127); }); Unlike traditional airline WiFi, which often suffers from slow speeds and dropped connections, Starlink promises reliable performance from gate to gate. Transforming the Passenger Experience Frontier’s partnership with SpaceX’s Starlink goes beyond entertainment. The system will also support crew operations, giving pilots, flight attendants, and ground teams better real-time tools for safety, maintenance, and customer service. ezstandalone.cmd.push(function () { ezstandalone.showAds(128); }); This upgrade aligns with Frontier’s broader efforts to enhance comfort while maintaining its signature low fares. Chief Executive Officer Jimmy Dempsey highlighted the strategic importance of the investment. “We’re continuing to invest in the products and services that matter most to our customers,” he said. ezstandalone.cmd.push(function () { ezstandalone.showAds(129); }); “Starlink transforms the onboard experience, giving customers the flexibility to work, stream, browse, and stay connected throughout their journey.” The announcement comes alongside other improvements, including the introduction of First Class seating and enhancements to Frontier’s loyalty program. These changes show how the airline is evolving its ultra-low-cost model to offer more value without raising base fares significantly. Acroterion, CC BY-SA 4.0, via Wikimedia Commons A Massive Global Rollout Frontier is part of a larger initiative by Indigo Partners, which includes Wizz Air in Europe, Volaris in Mexico, JetSMART in South America, and Cebu Pacific in the Philippines. Together, these carriers plan to equip more than 1,000 aircraft with Starlink. This represents one of the largest commitments to next-generation inflight connectivity worldwide. ezstandalone.cmd.push(function () { ezstandalone.showAds(130); }); Bill Franke, Managing Partner of Indigo Partners , emphasized the shared benefits. “Starlink will provide our portfolio airlines with reliable, high-speed connectivity, further enhancing the customer experience,” he noted. Starlink’s low-Earth orbit satellite constellation enables the impressive performance. Engineered by SpaceX, the system supports demanding applications like multiplayer gaming and high-quality video streaming that older satellite or air-to-ground systems often struggle to deliver. Why This Matters for Travelers For budget-conscious flyers, reliable WiFi can make a big difference. Whether catching up on work during a business trip, entertaining children on long flights, or staying in touch with family, consistent connectivity turns travel time into productive or enjoyable time. ezstandalone.cmd.push(function () { ezstandalone.showAds(131); }); Early feedback from other Starlink-equipped flights worldwide has been overwhelmingly positive, with passengers reporting speeds and reliability far superior to traditional options. Frontier operates one of the youngest and most fuel-efficient fleets in the United States. Adding premium connectivity supports its goal of delivering more comfort and flexibility while keeping fares low. As demand for seamless digital experiences grows, airlines that fail to upgrade risk falling behind. Photo Credit: Tony Webster, CC BY 2.0, via Wikimedia Commons Looking Ahead Installation will begin soon, with the first passenger flights featuring Starlink expected in early 2027. Frontier has not yet detailed exact pricing or how passengers will connect, but the system will likely include options for free or paid access, similar to other carriers testing Starlink. ezstandalone.cmd.push(function () { ezstandalone.showAds(132); }); This partnership signals a new era for low-cost carriers. By teaming up with SpaceX, Frontier is proving that affordable travel and high-tech amenities can go hand in hand. Frequent flyers on Frontier routes should look forward to faster, more reliable internet that keeps them connected from takeoff to landing. As the rollout progresses, travelers can expect clearer details on availability, device compatibility, and service tiers. ezstandalone.cmd.push(function () { ezstandalone.showAds(133); });
All Nippon Airways Captain Sentenced to Prison for Sexual Assault of Flight Attendant
A Captain for All Nippon Airways, the largest airline in Japan, has been sentenced to 18 months’ imprisonment by a Tokyo court after he was found guilty of sexually assaulting a young female flight attendant during a layover. The suspect has been identified as Ryota Mise, a 44-year-old Captain who repeatedly grabbed the buttocks of his victim while they walked along a street together and inside a convenience store. The incident occurred during a domestic layover in Takamatsu, Kagawa Prefecture, while the pair was walking back to their hotel. The flight attendant said she felt like she had no option but to allow the Captain to assault her because she feared he would be able to hurt her career if she refused. The two crew members had met the previous day during a flight to Takamatsu and had gone out with a group of crew for dinner. On the return to the hotel, however, Mise repeatedly grabbed his colleague’s buttocks. He told the court that he thought he had permission to touch the victim, but that defense was dismissed by Judge Takao Okawa, who described the flight attendant’s testimony as “convincing and highly credible.” In the wake of the October 10, 2023, incident, the flight attendant reported her concerns to ANA, and the airline opened an internal investigation. The Captain admitted he had touched the flight attendant and, given his explanation of the events, ANA allowed him to continue working as a pilot. Following this internal investigation, the flight attendant then reported the incident to the police, who arrested Mise. The lengthy investigation culminated in Mise being sentenced to 20 months’ imprisonment on Tuesday – less than the two-and-a-half-year sentence that prosecutors had been seeking. There’s long been concern that workers in some Asian countries feel like they can’t challenge or say no to their superiors. This is a particular issue in the aviation industry, where safety can be compromised due to this culture of being afraid to speak out to someone of a higher rank. Japan Airlines was only recently engulfed in a scandal after it was revealed that a senior flight attendant was caught over the legal alcohol limit ahead of a domestic flight to Tokyo. Alcohol consumption had become such an issue for Japan Airlines that the carrier requires all of its pilots and flight attendants to carry out a pre-flight breath test using a personally issued device. Ahead of this flight, however, the senior flight attendant deliberately didn’t submit the results of her test. Her junior coworkers reminded her to submit the test result, but when she brushed off those concerns, no one pushed back or reported the issue to the company. The senior crew member was eventually caught when she completed a company-conducted test at the airport, causing a delay to the flight. Japan Airlines has now banned flight attendants from consuming any alcohol during layovers, and the carrier’s chief executive took a temporary pay cut over the scandal.
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