![BETA Technologies details fixed wing electric plane: 22K miles flown, interstate travel [Video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2023/03/BETA-electric-plane-Technologies.jpg?resize=1200,628&quality=82&strip=all&ssl=1)
BETA Technologies details fixed wing electric plane: 22K miles flown, interstate travel [Video]
Electric aviation company BETA Technologies has been quietly working on some impressive zero-emissions aircraft technology and is now sharing its achievements with the world. Today, BETA announced plans to produce and certify its CX300 fixed-wing electric plane, which has already flown over 22,000 test miles and undergone evaluation flights for FAA certification. Watch this eCTOL takeoff in the video below.
BETA Technologies is a fully integrated electric aviation system developer based in Vermont that has already made headlines on Electrek with its first aircraft – the ALIA-250 eVTOL. The company has spent years developing electrified versions of its aircraft using what it calls “test articles.”
BETA is unique in that it tests two prototypes simultaneously to capture twice as much performance data at once, focusing on both hovering and wing-borne flight. Speaking of wing-borne flight, BETA Technologies has shared new details of its second aircraft joining its eVTOL, an electric conventional takeoff and landing (eCTOL) plane called the CX300.
With key milestones already achieved, BETA has opened up orders for its fixed-wing electric plane alongside an operation and certification path already in place.
BETA’s eCTOL electric plane protoype has flown 386 miles
According to the release from BETA Technologies today, it now intends to certify its CX300 fixed-wing electric plane for customer use and expects to do so in the next two years, opening its order books to customers who are already locking in their reservations.
BETA shared that it has been flying the eCTOL prototype for the past couple of years, hitting several key milestones while simultaneously showcasing encouraging all-electric performance. For instance, the eCTOL has already flown over 22,000 test miles, crossed multiple state lines, and completed qualitative evaluation flights with the Federal Aviation Administration (FAA), Air Force, and Army test pilots.
The company shared that the CX300 is the only electric aircraft to have flown through Class B and C airspace – the busiest in the US. It has also completed the longest series of real-world flights in an electric plane, flying more than 2,000 nautical miles from Plattsburgh, New York, to Bentonville, Arkansas, charging using its own infrastructure along its journey west.
BETA applied for Type Certification with the FAA last year and is now targeting 2025 as the expected timeline for approval, followed by its first electric plane deliveries to companies. That includes new and current customers, like Bristow (which made a deposit-backed order for 50 CX300s with the option for 55 more) and Air New Zealand (which confirmed three eCTOLs with the option to purchase 20 more).
The eCTOLs could serve these aviation companies as all-electric air taxis that can transport passengers and goods across shorter distances – achieving up to 386 miles in the current CX300 prototypes. Final range numbers in the production eCTOLs remain unclear at this time.
BETA explains that the fixed-wing electric plane’s airframe, batteries, propulsion, and systems are the same as the ALIA-250 eVTOL, which is already advancing through the FAA certification process. As a result, the company expects certification to go smoothly.
Furthermore, since the CX300 flies through conventional takeoff and landing methods, the BETA team believes it can be certified under the FAA’s existing rules for airplanes more quickly compared to nontraditional eVTOLs. BETA founder and CEO Kyle Clark elaborated:
We have been flying our eCTOL prototype airport-to-airport for a few years now to drive technological advancements in propulsion and systems, and now we’re seeing that there is a clear market for this product in addition to our eVTOL aircraft. Global operators are looking for practical solutions to help meet their sustainability commitments, and after seeing the cost and performance of this prototype, our customers are eager to integrate it into their fleet. With its known certification and operational path, this aircraft represents an opportunity to get electric aviation into the market, and into the hands of our customers, as quickly as possible.
Looking ahead, BETA Technologies says it will continue the design and certification of the eCTOL electric plane alongside the ALIA-250 eVTOL while it puts the finishing touches on a new production facility in Vermont, where it intends to conduct final assembly. That facility remains on track to begin manufacturing this summer. Watch BETA’s CX300 electric plane take off in the video below.
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Paris’ bike-share system, Vélib has long been considered one of the shining success stories of urban micromobility. With a massive fleet of over 20,000 pedal and electric-assist bicycles around Paris, the service has helped millions of residents and tourists get around the City of Light without needing a car or scooter. But lately, a growing problem is threatening to knock the wheels off this urban mobility marvel: theft and joyriding.
According to city officials and the service operator, more than 600 Vélib bikes are now going missing every single week. That’s over 30 bikes a day simply vanishing from the system – some stolen outright, others taken on “joy rides” and never returned.
“At the moment we’re missing 3,000 bikes,” explained Sylvain Raifaud, head of the Agemob company that currently operates the Velib system. That’s nearly 15% of over 20,000 Vélib bikes across Paris.
The sticky-fingered culprits aren’t necessarily professional thieves or organized crime rings. Instead, they’re often regular users who treat the shared bikes like disposable toys.
The city estimates that many people have figured out how to pry the bikes out of the system’s parking docks, unlocking one for a casual cruise and then ditching it somewhere far from a docking station.
Once pried free, the bikes are technically usable for the next 24 hours until their automatic locking feature kicks in. At that point, the bikes are often simply abandoned. Some end up in alleyways. Others get tossed in rivers. A few just disappear completely.
And since the bikes are intended to be parked at their many docking stations around the city, they don’t have GPS chips, further complicating recovery of “liberated” bikes.
The issue started small but has grown into more than an inconvenience – it’s beginning to undermine the entire purpose of the service. With bikes going missing at such a high rate, many Vélib docking stations are left empty, especially during rush hours.
Riders looking for a quick commute or a convenient hop across town are increasingly finding themselves without available bikes, or having to walk long distances to find a functioning one.
That kind of unreliability chips away at user confidence and threatens to drive potential riders back into cars, cabs, or other less sustainable forms of transport at a time when Paris has already made great strides to dramatically reduce car usage in the city.
The losses are financially painful, too. Replacing stolen or vandalized bikes isn’t cheap, and the resources spent on tracking down missing equipment or reinforcing anti-theft measures are stretching thin. Vélib has faced theft and vandalism issues before, especially during its early years, but this latest surge has officials sounding the alarm with renewed urgency.
Officials acknowledge that there’s no easy fix. Paris, like many cities with bike-share systems, walks a fine line between accessibility and accountability. Part of what makes Vélib so successful is its ease of use and widespread availability. But those same features make it vulnerable to misuse – especially when enforcement is limited and the consequences for abuse are minimal.
The timing of the problem is especially unfortunate. In recent years, Paris has seen impressive results in reducing car traffic, expanding bike lanes, and promoting cycling as a key part of its sustainable transport strategy. Vélib is a cornerstone of that plan. But if the system becomes too unreliable, it risks losing the very people it was designed to serve.
Meanwhile, as Parisians increasingly find themselves staring at empty docks, the challenge for the city and Vélib will be to restore confidence in the system without making it harder to use. That means striking the right balance between freedom and responsibility, between open access and protection against abuse.
In a city where cycling is supposed to be the future of mobility, losing thousands of bikes to joyriders and sticky fingers isn’t just frustrating; it’s unsustainable.
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