In today’s aviation world, Airbus and Boeing enjoy an unmatched dominance—a commercial aviation duopoly that shows no signs of serious challenge in the near future. But as pressure mounts to reach net-zero emissions by 2050, both companies are being pushed to innovate faster than their conservative engineering cultures might prefer.
One of the biggest challenges—and opportunities—facing both giants is the electrification of flight, especially through eVTOLs (electric vertical takeoff and landing aircraft). Dozens of startups are chasing this dream, but public expectations remain fixed on Boeing and Airbus to lead the way with their resources, experience, and global influence.
Airbus has been more proactive and public about its interest in electric propulsion. Their journey began early, making a splash at the 2010 Green Air Show in Paris with the Cri-Cri, the world’s smallest four-engine electric aircraft. It was a nimble demonstrator with counter-rotating propellers that proved electric flight could be quiet and smooth.
In 2011, Airbus (then under the EADS group) revealed VoltAir, a conceptual electric airliner with futuristic features like a V-tail, laminar flow fuselage, and ducted contra-rotating fans at the rear. Designed to be powered by lithium-air batteries, VoltAir projected a vision of commercial electric flight decades ahead. That same year, Airbus explored hydrogen propulsion through the ZEHST program (Zero Emission Hypersonic Transport)—a daring proposal for a hydrogen-powered, ultra-fast aircraft.
Building on these ideas, Airbus launched its first dedicated electric aircraft: the E-Fan 1.0 in 2014. This two-seater featured twin ducted fans and a clever design that used an electric taxiing wheel to reduce takeoff load. It made headlines in 2015 as the first all-electric twin-engine aircraft to cross the English Channel. A year later, E-Fan 1.2 was introduced with a hybrid powertrain—a public debut of electric-gas hybrid propulsion.
Excitement led Airbus to propose full production models: the E-Fan 2.0 (a side-by-side two-seater) and E-Fan 4.0 (a four-seater), designed for training and general aviation. But in 2017, both were shelved in favor of a more ambitious project—E-Fan X, an electrified BAe 146 regional jet. Airbus partnered with Rolls-Royce and Siemens, aiming to integrate a hybrid-electric propulsion system into a commercial-sized airframe.
As eVTOL fever took hold globally, Airbus pivoted. In 2016, they launched Vahana, a single-seat tilt-wing aircraft developed by Airbus A³ (A-cubed) in Silicon Valley. Vahana completed its first flight in 2018, reaching 90 knots and successfully testing vertical-to-forward transition. However, Airbus eventually shifted focus to a more practical design: CityAirbus.
Developed by Airbus Helicopters, CityAirbus started as a multi-propeller, wingless eVTOL. The prototype flew in 2020, and by 2021, Airbus revealed the NextGen version: a sleek aircraft with a wing, six rotors, and a twin-boom tail. Designed for urban air mobility, CityAirbus NextGen is expected to fly in 2024 with a range of 50 miles (80 km) and a cruise speed of 75 mph (120 km/h). Airbus is also collaborating with Daher and Safran on EcoPulse, a hybrid demonstrator that uses distributed electric propulsion to boost efficiency.
While Airbus pioneered many in-house electric concepts, Boeing took a more conservative and acquisition-driven path. Back in 2010, Boeing launched the SUGAR Volt concept (Subsonic Ultra Green Aircraft Research). Rather than go fully electric, it proposed a hybrid design using jet engines for takeoff and electric motors for cruising. One key innovation was the truss-braced wing, which could reduce drag and improve lift, now being tested in NASA’s X-66A program.
Instead of jumping into full electric propulsion, Boeing focused on making their aircraft “More Electric” by replacing mechanical and hydraulic systems with electrically powered ones. The 787 Dreamliner, launched in 2011, was a major step—using onboard generators to power many systems previously run by bleed air or hydraulics. At launch, it was the most electrically powered commercial aircraft in the world.
However, Boeing’s experience with lithium-ion batteries was rocky. In 2013, battery fires forced a temporary grounding of the Dreamliner fleet. This made the company even more cautious about adopting battery-based propulsion.
Boeing’s first real step into eVTOL came through Aurora Flight Sciences, which developed the Pegasus personal air vehicle. It featured a lift-and-cruise design and flew successfully in early 2019. But a crash later that year during testing cast doubt on its viability. Aurora continued development and released a 4-seat design, but momentum slowed.
To accelerate its electric ambitions, Boeing launched a dedicated unit called Boeing NeXt. It aimed to create both cargo and passenger eVTOLs, but the division was shut down in 2020 following financial strain from the 737 MAX crisis and the COVID-19 pandemic. Before closing NeXt, Boeing acquired Wisk Aero, a promising eVTOL startup. Wisk had already achieved automated and piloted electric flight, testing five generations of aircraft. Their latest design, the Wisk Generation 6, is one of the most advanced autonomous eVTOLs in development today.
Boeing also made a strategic investment in Archer Aviation in 2023, settling a lawsuit brought by Wisk over trade secret violations. Boeing’s investment in Zunum Aero, a startup developing a hybrid-electric regional jet, ended poorly. Boeing pulled funding in 2018, and the company collapsed. It was a reminder that bold ideas need sustained commitment—something Boeing seemed hesitant to offer at the time.
Over the past 15 years, Airbus and Boeing have taken very different paths toward electrification. Airbus has led with in-house development, building a solid base of battery and propulsion knowledge and focusing on clean-sheet designs like CityAirbus and EcoPulse. Boeing, while more cautious, has leveraged acquisitions like Aurora and Wisk to stay in the race and benefit from fast-moving startups.
At present, Boeing may hold a slight edge thanks to Wisk’s flight-proven technology and autonomous capabilities. But Airbus remains a steady and strategic player, with a broad portfolio of electric and hybrid concepts already flying—or close to it.
Electrification is no longer a question of “if” but “when.” With the 2050 net-zero deadline looming, the aviation industry must evolve—and quickly. Airbus and Boeing may be giants with conservative instincts, but the pressure to innovate is real. Whether it’s through futuristic eVTOLs, hybrid airliners, or reimagined short-haul flights, the race is on to redefine flight for the 21st century. And though their strategies differ, both Airbus and Boeing will play pivotal roles in shaping aviation’s electric future.