Above the fjords of Norway, a coalition of regulators and private companies have quietly—in the literal sense—achieved a major aviation milestone for the country.
January 28 marked the culmination of Norway’s first electric aviation test project, a six-month operational flight campaign that saw helicopter operator Bristow Group fly Vermont-based Beta Technologies’ all-electric Alia CX300 between Norwegian airports more than 100 times. The aircraft covered more than 8,700 nm and completed the first electric flights between major cities in Norway.
Bristow is one of Beta’s first customers, having placed a firm order for five Alia aircraft plus 50 options in 2022. The company also signed a binding predelivery agreement for five Electra EL9 ultra short aircraft in January. It has a preorder agreement with Vertical Aerospace for 50 electric vertical takeoff and landing (eVTOL) air taxis, plus 50 options.
“We’re proud to contribute real-world operational and safety experience that supports the careful, responsible introduction of electric and sustainable aircraft,” Dave Stepanek, executive vice president and chief transformation officer for Bristow, said in a statement. “We’ve learned a great deal, and we look forward to sharing that insight.”
Beta’s CX300 is designed to produce 75 percent fewer emissions than a Cessna 208 at a substantially lower energy cost per hour of operation. The IFR-capable model has a demonstrated range of 336 nm, projected cruise speed of 153 knots, and capacity for a pilot plus five passengers, or up to 1,240 pounds of cargo. It is powered by Beta’s H500A electric motor and a five-bladed fixed pitch propeller.
The company is further developing eVTOL and autonomous Alia variants and is working with GE Aerospace—which last year made a $300 million investment—to create a hybrid-electric powertrain for future VTOL aircraft produced by Beta and others.
The test campaign in Norway aimed to demonstrate how electric aircraft could be safely and gradually integrated within Norway’s highly regulated airspace system. Per state-owned airport operator Avinor, the country sees 560 daily domestic flights, about two-thirds of which are 250 miles or less. The New York Times in September reported that 90 percent of new cars sold in Norway in 2025 were electric, and officials hope to achieve similar adoption for electric aircraft.
“Norway’s geography and regional connectivity needs make it uniquely well suited for electric aviation,” said Simon Newitt, Beta’s head of sales and support. “Over six months of real-world operations, Beta was able to validate aircraft performance, charging infrastructure, procedures, and winter operations in one of the most demanding environments in aviation.”
The campaign kicked off in August when Bristow pilot Jeremy Degagne and Beta pilot Nate Dubie took Alia out for a sortie at Stavanger Airport (ENZV). Over the following months, a Beta-trained Bristow crew took over the aircraft, conducting “regular” flights on an approximately 86 nm cargo route between Stavanger and Bergen Airport (ENBR). Beta in August said the partners would test likely customer routes.
Per Bristow, testing involved “close cooperation” between regulators, airports, operators, and technology providers as they were introduced to Alia’s requirements for training, charging, winter operations, and other activities. Also taking part were Norway’s Civil Aviation Authority (CAA) and Avinor, the country’s airport and air traffic services authority which operates 43 airports including Stavanger and Bergen.
Bristow said feedback from air traffic controllers gives it confidence that Alia could be integrated into Norway’s airspace with “limited additional workload.”
“We have gained concrete experience that will guide how we develop airports and charging infrastructure and provide operators with a stronger basis for assessing the future commercial viability of routes based on new technologies,” said Karianne Helland Strand, Avinor’s executive vice president for sustainability and infrastructure.
Bristoe said the project also unearthed “key strategic needs for the next phase of electric aviation,” such as the installation of additional charging systems that are adapted to winter conditions. Fire and rescue services, it added, may require training to handle potential complications with the aircraft’s batteries and propulsion system.
All flights took place within what Bristow and Norway’s CAA describe as a “regulatory sandbox” or “international test arena” for zero- and low-emission aviation. The regulator and Avinor created it in April 2024 and approved Beta and Bristow’s inaugural campaign the following March. Per the Times, the Norwegian government invested $5 million to launch the sandbox.
What’s Next for Electric Aircraft Testing?
Beta will now retake ownership of the CX300 used in the campaign. But the company is just getting started after surpassing 100,000 nm in flight testing last year.
The aircraft arrived in Bristow’s hands after completing a European “Grand Tour,” which saw it fly the inaugural demonstration of the 2025 Paris Air Show and stop at airports in Ireland, the U.K., France, Germany, Luxembourg, and Denmark. During that journey, it traversed the Irish Sea and English Channel.
The CX300’s European tour followed an equally ambitious 8,000 nm barnstorm across the U.S., during which a different aircraft visited 82 airfields in 25 states. That campaign saw it fly as many as four times daily under day, night, VFR, and IFR conditions, as well as through snowstorms, scorching heat, and the congested Class B airspace surrounding Hartsfield Jackson-Atlanta International Airport (KATL). The same aircraft later completed a historic passenger-carrying flight into John F. Kennedy International Airport (KJFK).
In October, another Beta customer, Air New Zealand, began its own four-month Alia flight test campaign. Beta CEO Kyle Clark told FLYING that one Air New Zealand pilot used Alia to complete a commercial check ride at the company’s Vermont training center.
According to Bristow, the recent sandbox testing generated “strong interest and optimism” in Norway and internationally, hinting that similar evaluations could be on tap. The first of those could come as soon as this summer should Beta be selected to participate in the FAA’s eVTOL Integration Pilot Program (eIPP).
“The eIPP allows us to do this domestically at a larger scale, get more data, and—for cargo logistics and medical applications—do it for revenue,” said Kristen Costello, Beta’s head of government and regulatory affairs.
Per Clark, Beta has a “very large number” of proposed eIPP activities. If selected, the company plans to begin with conventional takeoff and landing cargo operations before advancing to more complex, passenger-carrying demonstrations with the Alia VTOL.
During the three-year eIPP, Beta also hopes to advance to for-credit type inspection authorization (TIA) with the FAA—one of the final steps before the CX300 could be authorized for commercial operations.