Congress had extended the broader clean fuel credit earlier this year but removed the bonus rate for SAF, a change that caught many in the industry by surprise. SAF developers warned that without the higher credit, financing for new plants would become more difficult.

Some projects were paused almost immediately, and others were pushed into “wait and see” mode. Supporters of the new bill say it offers the long-term clarity producers need to resume construction and move ahead with expansion plans. 

Sustainable aviation fuel is a drop-in replacement for conventional jet fuel that can be used by today’s aircraft without modification. It is produced from a range of feedstocks, from agricultural waste to used cooking oil, municipal waste streams and, in the case of e-SAF, synthetic fuels created with renewable energy and captured carbon.

SAF can reduce lifecycle emissions compared with fossil-based jet fuel, making it central to the aviation industry’s decarbonization plans. But supply remains extremely limited, and production costs are far higher than traditional fuel. 

Those limitations are front of mind for airlines. At the International Air Transport Association (IATA) Media Day on December 9, 2025, Director General Willie Walsh warned that global SAF production is nowhere near meeting demand and that even the industry’s 2030 goal of 10% SAF use now appears out of reach.

Walsh argued that the barrier is not willingness to buy the fuel but the lack of availability. He also criticized the European Union’s mandates, saying they have pushed up prices without delivering the supply needed to meet airlines’ commitments. 

Lawmakers behind the new US bill say the updated tax credit is aimed at addressing that problem. Rep. Mike Flood of Nebraska said the measure would help drive a new “biofuels revolution” and support rural economies that supply feedstocks. Rep. Sharice Davids of Kansas said producers, farmers, and airlines need long-term policy signals so they can plan investments with confidence. 

Industry groups have welcomed the bill. Airlines for America, the Sustainable Aviation Fuel Coalition, and the National Business Aviation Association all issued statements supporting the move, saying the extended credit gives producers the predictability they need to build out capacity. NBAA President and CEO Ed Bolen said restoring the full rate “provides the clarity and stability needed to unlock investment, expand supply and accelerate progress.” 

On November 13, 2025, Vertical announced that, earlier in the day, test pilot Paul Stone had flown the first flight of the transition stage, a process that will see the VX4 prototype shift between hover and wingborne flight. 

Vertical Aerospace completed prototype flight test phases 1, 2 and 3 earlier in the year, which included flying in open air space for the first time. 

Before commencing the first transition phase flight, the Vertical team undertook extensive simulation, ground, and flight testing in collaboration with the UK CAA, verifying all 200 minimum safe aircraft requirements. 

According to Vertical, more than 20,000 pages of safety and technical information were updated and submitted to the CAA during the process of gaining the Permit to Fly. 

As we enter into Phase 4, we're sharing a detailed breakdown of our piloted transition test phase, showing the different profiles from start to finish.#eVTOL #AviationNews #verticalaerospace #FutureOfFlight pic.twitter.com/FjxRwWphDG

— Vertical Aerospace (@VerticalAero) November 13, 2025

Stuart Simpson, CEO of Vertical Aerospace, said: “Receiving our Permit to Fly and starting Phase 4 marks a defining moment for Vertical Aerospace. Our team has spent months verifying every core system under close regulatory oversight, reflecting our unique and robust approach to certification.”  

He added: “This step is a critical demonstration of the VX4’s unique tiltrotor capability and real-world capability and is a major technical and certification unlock.”  

Vertical’s piloted flight test program explainer: 

Phase 1: Tethered: the VX4 prototype will perform a stabilized hover while loosely tethered to the ground (completed on September 12, 2024).   

Phase 2: Thrustborne: the VX4 prototype will take off and land vertically and conduct low speed flight maneuvers with lift generated by the propellers (completed February 4, 2025).  

Phase 3: Wingborne: the VX4 prototype will take off, fly and land like a conventional aircraft, with lift generated by the wing (completed September 5, 2025).  

Phase 4: Transition: The VX4 prototype will transition between thrustborne and wingborne flight, and vice versa (full transition expected before end of 2025). 

The VX4 is designed to carry a pilot and four passengers. On May 12, 2025, Vertical unveiled plans to build a hybrid-electric version of VX4 that will have a range of up to 1,000 miles (1,600km) with a maximum payload of 1,100 kilograms (2,424 lbs).   

With the first eVTOL flights expected in 2026, the roadmap outlines a phased rollout of more than ten public vertiports located at key urban and transit locations.

The project aligns with Abu Dhabi’s broader vision of promoting sustainable transport and innovation-led economic diversification, positioning the city as a global leader in next-generation mobility. With over ten vertiports planned, the network will transform how people travel within the emirate, making travel across the state more environmentally friendly as well as more efficient.

The project, announced on November 10, 2025, will be a collaboration between the Abu Dhabi Investment Office (ADIO), the General Civil Aviation Authority (GCAA), the Integrated Transport Centre (Abu Dhabi Mobility), and Abu Dhabi Airports (ADA).

At the heart of this initiative is the deployment of eVTOL aircraft. These vehicles will provide fast, efficient, and low-emission travel across key locations in the city. The vertiport infrastructure will enable the smooth operation of these aircraft, linking crucial business, tourism, and residential destinations within the emirate.

A new network of vertiports

Abu Dhabi’s new vertiport network will span across multiple strategic locations, with plans for the state-of-the-art eVTOL facilities. According to the consortium behind the plans, “these vertiports will seamlessly integrate into the emirate’s existing transportation infrastructure, improving connectivity and accessibility throughout the city.”

Confirmed locations include Zayed International Airport (AUH) and Al Bateen Executive Airport (AZI), both of which will serve as major hubs for the network. In addition to these, other key sites and intercity routes are set to be revealed in the near future, further expanding the reach of the vertiport system. This is likely to include landing sites such as Yas Island, Saadiyat Island, Abu Dhabi Cruise Terminal, and Abu Dhabi Island.

The partnership between Abu Dhabi Airports, which will serve as the anchor investor and main delivery partner, and other regulatory bodies such as the GCAA and Abu Dhabi Mobility ensures that the project will meet the highest safety and compliance standards. These agencies will oversee the regulation, integration, and operational safety of the vertiports to ensure smooth, secure, and efficient travel.

Abu Dhabi launches vertiport network that will integrate with Zayed International Airport https://t.co/CW4XXc6zIh pic.twitter.com/VeSedoaEJd

— urbanairmobilitynews.com (@urbanairmobili1) November 12, 2025

By linking these major destinations with quick, efficient air routes, the vertiport network will drastically reduce travel times. The smart systems managed by Abu Dhabi’s Integrated Transport Centre “will ensure smooth digital and ground connectivity, enabling a truly integrated transport experience,” added the consortium’s statement.

Saif Mohammed Al Suwaidi, Director-General of the GCAA, said the initiative represents “the beginning of a new era” for the UAE’s aviation sector. “This reflects a qualitative leap in aviation infrastructure and reaffirms the UAE’s commitment to leading the global shift towards smarter and more sustainable mobility,” he said.

Badr Al-Olama, Director-General of ADIO, said the project highlights the emirate’s partnership-driven approach to building “future-defining industries”. “By integrating eVTOL infrastructure into our transport system, we are accelerating smart mobility while enhancing quality of life,” he said.

Advancing sustainable transportation

Abu Dhabi’s move to introduce eVTOL aircraft aligns with global efforts to reduce the environmental impact of transport. These eVTOL aircraft vehicles are designed to produce significantly fewer emissions than traditional air and ground transport options, helping to support the UAE’s long-term environmental goals. The vertiport infrastructure is a key component of this green mobility initiative, which seeks to minimize the carbon footprint of the city’s transportation system while enhancing efficiency.

The development of the vertiport network will position Abu Dhabi as a global leader in next-generation transport technologies. By embracing air mobility solutions that leverage electric and autonomous systems, the city is paving the way for a future where air travel is sustainable, accessible, and integrated seamlessly into the broader urban transport ecosystem.

The integration of these new eVTOL aircraft into Abu Dhabi’s transport system will provide a unique solution to the city’s growing demand for efficient, low-emission travel options. As this network grows, it will not only transform how residents and visitors travel but also solidify Abu Dhabi’s position as a leader in modern, sustainable mobility.

Dr Abdulla Hamad AlGhfeli, Acting Director-General of Abu Dhabi Mobility, said the initiative “marks a significant milestone in shaping the future of urban mobility”, ensuring safety, sustainability, and efficiency under a clear governance framework.

Elena Sorlini, Managing Director and CEO of Abu Dhabi Airports, added that the authority will play a key role in developing the infrastructure and operations of advanced air mobility. “We are proud to collaborate under this transformative partnership, cementing Abu Dhabi’s position at the forefront of the next era of aviation,” she said.

The Innovation Fund, financed by EU Emissions Trading System revenues, is one of the world’s largest funding programs for the demonstration of innovative low-carbon technologies. The Fund focuses on highly innovative clean technologies and big flagship projects with European added value that can bring significant emission and greenhouse gas reductions.

The Innovation Fund-selected project will support the introduction of zero-emission hydrogen aircraft for the first time in the European Economic Area (EEA). Project ODIN (Operations to Decarbonize Interconnectivity in Norway) also sees the European Commission recognise hydrogen-electric aviation as a strategic technology

More about ZeroAvia

The zero-emission aircraft being developed by ZeroAvia are planned to replace conventional kerosene-fueled turboprops on cargo routes and are expected to see in excess of 95% reduction in greenhouse gas emissions. The project will also work to deliver hydrogen refuelling and storage ​infrastructure at 15 airports in Norway, establishing the world’s largest network of zero-emission commercial flights. The air operators for the network will be announced in due course.

The ODIN project aims to validate the technical performance and economic case for utilizing hydrogen-electric aircraft in commercial operations, with a view to catalyzing further adoption in Norway, across the EU, and further afield.  According to a ZeroAvia statement, the project proposal was found to contribute to the objectives of the EU initiative “Strategic Technologies for Europe Platform (STEP)” and meet the requirements to receive the STEP Seal. The STEP Seal is a quality label awarded by the European Commission dedicated to boosting investment in critical technologies in Europe. ​ 

ZeroAvia’s ZA600 powertrain uses fuel cells to generate electricity from hydrogen fuel without reliance on combustion, meaning that the only emission is low-temperature water vapour.

ZeroAvia has already flight tested a prototype of this system, is now ground testing its final design for certification, and is concurrently working with both the UK Civil Aviation Authority (CAA) and US Federal Aviation Administration (FAA) on certification programmes related to the engine. 

What does ZeroAvia say?

“The EU Innovation Fund is notoriously competitive with applications needing to pass through rigorous assessment and demonstrate compelling evidence for near-term greenhouse gas reductions,” commented Val Miftakhov, Founder & CEO of  ZeroAvia.

“This project will set a phenomenal example by introducing a scaled network of hydrogen-electric aircraft operations, efficiently delivering vital goods to people and businesses across Norway without the typical associated environmental damage.”  

ZeroAvia is one of the world’s leading hydrogen aviation companies, driving the transition to a clean future of flight by developing electric propulsion technologies for aviation to unlock lower costs and emissions, cleaner air, reduced noise, energy independence, and increased connectivity.

The company is developing hydrogen-electric (fuel cell-powered) engines for existing commercial aircraft segments and also supplying hydrogen and electric propulsion component technologies for novel electric air transport applications (including battery, hybrid, and fuel cell-powered electric fixed-wing aircraft, eVTOLs, rotorcraft, and unmanned aerial vehicles(UAVs). 

ZeroAvia has submitted the plans for its first full engine for up to 20-seat planes for certification and is working on a larger powertrain for 40 to 80-seat aircraft, with significant flight tests and regulatory milestones achieved with the FAA and the CAA.   

Speaking at the 3rd IATA World Sustainability Symposium, which is taking place in Hong Kong, October 21-22, 2025, Walsh stated that, while the airline industry remains committed to decarbonization, some elements of the current mandate design are not fit for purpose. 

According to the airline executive, rather than leading to a boost in SAF production, as was intended by regulators, the mandate, which sets minimum SAF procurement requirements for airlines over time, has led to price hikes for airlines while production remains way below expectations. 

Walsh, who was joined on stage by IATA’s VP Sustainability & Chief Economist, Marie Owens Thomsen, quantified the cost of the airline industry’s transition to net zero at US$174 billion per year. This roughly translates to a cost of almost US$35 per passenger per year, a figure five times higher than the approximately US$7 the airline industry makes on average per year with every passenger it carries. 

Both Walsh and Owens Thomsen dismissed comments from industry figures critical of the industry’s net zero goals. Ryanair’s CEO Michael O’Leary has notoriously stated that the “net zero agenda is dead.” However, while both defended the decarbonization drive as necessary over the long term, they called for a different approach. 

“If the levies don’t lead to significant increases in SAF production, then they are not achieving what they were intended to do, and a new design is needed,” Walsh stated. 

In this regard, Walsh highlighted the United States’ approach in providing incentives as having yielded more tangible results than the European one. This difference in approach is often referred to in the industry as the “carrot vs. stick” debate. 

The airline executive, who is known in the industry for being outspoken, also denounced that the lion’s share of the SAF mandate costs have fallen on the airlines, while other operators had been benefiting from them.  

In particular Walsh was critical of fuel suppliers, which, he said, had raised prices well above the expected differential between SAF and conventional fuel, linking this markup to a “compliance surcharge”. Walsh said IATA had raised this issue in Brussels with European regulators and legislators, as airlines sought ways to prevent this practice. 

At this point, Owens Thomsen noted that, despite its fundamental role in society and the broader economy, commercial aviation had historically been a low margin, low profit industry, with net margins never surpassing 5% on average for the ensemble of carriers. She contraposed this to the much larger profit margins enjoyed by the oil and gas industry. 

Replying to questions by journalists from the Asia-Pacific region, Walsh issued a note of caution regarding the steps other countries are taking to follow the European example.  

While admitting the matter required further assessment, he specifically highlighted Singapore’s SAF mandate plan, noting that, even if it contained some interesting elements, initial analysis suggested it could encounter similar problems to the European approach, particularly its inability to effectively encourage SAF production. 

“My advice would be to be very careful,” he said, “because Europe doesn’t always get it right.” 

On September 30, 2025, in partnership with ANA, Joby’s S4 aircraft successfully completed a vertical takeoff, followed by full transition to wingborne flight and a vertical landing. 

The moment marked the first time that an eVTOL aircraft has flown at a world expo and was designed to give the Japanese public their first taste of air taxi flight.  

Painted in an ANA livery, the Joby eVTOL aircraft is scheduled to conduct more than 20 flights over a 13-day period.  

Joby and ANA plan to build a national air taxi ecosystem starting in Japan’s capital Tokyo. The two plan to deploy more than 100 Joby aircraft in an effort to transform urban mobility in the region. 

History made in Japan! With our partner @FlyANA_official, we kicked off the next phase of Japan's air taxi future with public flight demos at @expo2025japan. https://t.co/HAK5OVAPis (1/5) pic.twitter.com/772nqsQvKb

— Joby Aviation (@jobyaviation) September 30, 2025

This development will include a network of vertiports, pilot training programs and aircraft maintenance support. 

“Japan has led the world in transforming ground transportation with its world-class automotive industry and iconic bullet trains. Now, Japan is poised to lead the world again, this time in the air,” said JoeBen Bevirt, CEO and founder of Joby.  

He added: “With these flights and our world-class partners, we’re now positioned to lean in on the important work of engaging communities, collaborating with regulators and bringing on more partners to make our dream a reality.” 

Public demonstration flights are part of a drive by eVTOL aircraft developers to allow people to become accustomed to the technology.  

The flights are also an important way to gather valuable data on airspace integration, which will be used in collaboration with the Japan Civil Aviation Bureau (JCAB) for development of regulatory pathways. 

“Joby’s air taxi demonstration flight at the Expo represents a significant step toward bringing our air taxi service to life in Japan,” said Koji Shibata, President and CEO of ANA HD.  “With the support of national and local government officials, as well as private-sector partners helping us build this future together, we intend to create the wings for a new era of air mobility.” 

Once certified, Joby’s S4 aircraft will be able to carry a pilot and up to four passengers at speeds of up to 200 mph (320km/h). 

On September 22, 2025, US-eVTOL developer Archer announced that Midnight had reached 7,000 feet after taking off from the company’s test facility in Salinas, California.  

According to Archer, the test pilot “conducted a steady climb after takeoff, leveled off at altitude, then continued to fly for 45 miles in total at speeds in excess of 120 mph”. 

Archer is currently undertaking several flight tests designed to assess Midnight’s operational range. 

“I’m proud of the team for consistently proving Midnight’s performance capabilities while maintaining the highest safety standards. Our test pilots will continue to safely and methodically test Midnight’s speed, duration and mission profiles to prepare for early commercial operations,” said Adam Goldstein, Founder and CEO of Archer. 

Archer claims that eVTOL aircraft would typically operate in and around cities at altitudes between 1,500 and 4,000 feet.   

“Having the operational capability to operate at higher altitudes provides flexibility for managing air traffic in high-density environments and allows these aircraft to be able to operate in certain cities at elevation,” an Archer spokesperson said.  

In August 2024, Archer executed its longest piloted journey to date, flying approximately 55 miles (88km) in 31 minutes at speeds exceeding 126 mph.  

On September 22, 2025, Wizz Air announced that it had won the coveted prize at the Airline Economics Sustainability Awards Gala, which celebrates aviation leaders in “environmental stewardship, innovation, and societal well-being”. 

Potential winners were judged on their initiatives during the 12 months period up to the end of August 2025 through industry-wide surveys by Estuaire. 

According to Wizz Air, the judging panel highlighted the airline’s “transparent reporting, investment in fuel-efficient aircraft, and operational strategies that prioritize environmental performance”. 

“We are honored to receive the award of Sustainable Airline of the Year 2025,” said Dorottya Durucsko, Head of Government Affairs and Sustainability at Wizz Air. “This award is a testament to the dedication of our colleagues and the progress we are making on our journey to Net Zero. We will continue investing in new aircraft technology, partnering to scale the production of sustainable aviation fuel and advocating for airspace reform.”  

She added: “Recognition from Airline Economics and Estuaire strengthens our belief that we are on the right path of strengthening ecosystem of aviation. Let’s WIZZ!” 

In April 2025, Wizz Air called for “radical change and radical intervention” from governments and industry stakeholders to fire up “stalled” Net Zero ambitions.   

Against the backdrop of Earth Day, Wizz Air laid out its roadmap for achieving Net Zero by 2050, with a focus on Sustainable Aviation Fuel (SAF) production heralded as the key-component for change.    

According to the airline, during the financial year 2025, its emissions intensity was 52.2 grams of CO2 per passenger per kilometer. 

“With a target to reduce carbon intensity by 25% by 2030 and an aspiration to power 10% of its flights with SAF by the same year, Wizz Air’s long-term strategy is anchored in flights (30% emissions reductions from new aircraft technology and fleet renewal), fuel (53% emissions reductions from SAF) and footprint (4% emissions reductions from air traffic management modernization),” said a Wizz Air spokesperson.  

Under the terms of the deal struck between the parties, fuel deliveries have already begun at Osaka-Kansai International Airport (KIX) into Hawaiian Airlines Airbus A330s. The deliveries mark the first time Hawaiian Airlines has introduced SAF, which can lower life-cycle carbon emissions by up to 80% compared to traditional jet fuel, said an airline statement.

“Japan is an important international market for Hawaiian Airlines, and we appreciate Cosmo’s investment in locally sourced SAF, the most effective technology to lower our carbon emissions, which we are now using on our flights between Osaka and Honolulu,” commented Alanna James, Sustainability Innovation Director at Hawaiian Airlines.

SAF deal signed

According to the airline statement, the SAF traded under this agreement was commercialized following Cosmo’s receipt of a New Energy and Industrial Technology Development Organization (NEDO) subsidy from the Japanese government in 2021. The organization was incorporated to establish a supply chain model for SAF production from used cooking oil sourced domestically in Japan.

Cosmo Energy Group’s facility will be the first to mass-produce SAF in Japan, and the SAF will come with ISCC CORSIA and ISCC EU certifications. These certifications are part of the International Sustainability and Carbon Certification (ISCC) initiative, which recognizes compliance with international standards for sustainable products.

“SAF is one of our key decarbonization products and plays an essential role in the decarbonization of the aviation industry,” said Naoki Takayama, President of Cosmo Oil Marketing. “We are delighted to contribute to the decarbonization efforts of global airline Alaska Airlines and its customers through SAF. Moving forward, we will continue to support the realization of a decarbonized society, starting with this collaboration, by promoting the use of SAF.”

The fuel to be supplied to Hawaiian Airlines under the agreement will be produced by Saffaire Sky Energy, a joint venture formed by Cosmo Oil, JGC Holdings, and REVO International.

The Cosmo Energy Group has worked to establish a supply chain to deliver Japan’s first locally made SAF, to achieve net-zero carbon emissions by 2050. The Group is also helping build social momentum through initiatives such as an ongoing pilot program to collect household used cooking oil at service stations for repurposing into SAF feedstock.

Hawaiian promotes SAF benefits

Closing its statement announcing the deal, the airline stated, “Alaska Airlines and Hawaiian Airlines, both founded more than 90 years ago to connect communities, bring people together, transport products, and enable economic growth, are committed to stewarding their environmental impact to create a durable, long-term future for the company.”

“As the most fuel-efficient premium US carriers, Alaska Airlines and Hawaiian Airlines have an ambition to achieve net-zero carbon emissions by 2040 through investments in SAF, technology, and fleet modernization, among other initiatives.”

Hawaiian Airlines operates a daily service between its base at Honolulu-Daniel K. Inouye International Airport (HNL) and Osaka-Kansai International Airport (KIX) with flight numbers HA449 and HA450 using Airbus A330-200s, which each accommodate 278 passengers in a two-class configuration.   

A statement issued by the carrier said, “This milestone reflects the Air France-KLM Group’s commitment to accelerate the decarbonization of air transport. This landmark flight not only confirms Airbus’ capability to provide Proofs of Sustainability (PoS) directly to customers and operators but also supports the industry’s commitment to decarbonisation. With PoS credits for a 50% SAF blend applied through the mass balance process, this ferry flight conducted by Air France’s 46th A220-300 named “Vaison-La-Romaine” (and registered F-HPNU) represented more than 25 tonnes reduction in lifecycle greenhouse gas (GHG) emissions compared to fossil fuels.” 

Alongside performing the groundbreaking SAF flight, another joint initiative between the Group and the manufacturer is enabling Airbus employees to reduce the carbon footprint of their business travel by supporting the production of SAF. This voluntary commitment is part of Air France-KLM’s “SAF Corporate” program, which facilitates the financing and purchase of SAF. Since joining the program in November 2023, Airbus has cut its emissions by more than 2,000 tons of CO₂ through the purchase of over 670 tons of SAF.

Both the addition of more A220s plus the increasing use of SAF are ways in which Air-France-KLM Group is aiming to modernize the airlines’ respective fleets and to use more environmentally friendly measures to make flying greener in the future. SAF “plays a central role in reducing the carbon footprint of air transport, allowing at least a 65% reduction in CO₂ emissions over the full life cycle compared to conventional jet fuel. Air France-KLM is among the world’s top three SAF users and applies a strict sourcing policy, where only fuel that does not compete with human food supply, does not contribute to deforestation, and is not produced from palm oil is selected,” added the airline statement.

Fleet renewal progress

The enlargement of the Airbus A220 fleet is part of a wider fleet renewal plan at Air France and is described as “a cornerstone of the Group’s transformation strategy. With fuel consumption and CO₂ emissions reduced by 20% per seat-kilometer compared with previous-generation aircraft, the Airbus A220 embodies this ambition.”

Air France-KLM has nearly 200 new-generation aircraft (A220, A320neo, A321neo, A350, and Boeing 787) on firm order, and in 2024 alone, the Group took delivery of 41 new-generation aircraft across all its airlines. These major investments, which total more than €2 billion ($2.1 billion) per year, are said by the airline to be contributing to a fleet that, by 2030, will be composed of up to 80% new-generation aircraft. Air France’s first A220-300s, part of a total firm order of 60 aircraft, have been flying on its medium-haul network since October 2021.

What the parties say

“Fleet renewal and the use of sustainable aviation fuel are the two main levers of the decarbonization of aviation,” said Blaise Brigaud, SVP Group Sustainability, Air France-KLM. “Combining the two is only logical, and Air France-KLM is proud to participate in this Airbus milestone with the delivery flight of one of our A220s. Air France-KLM is among the world’s largest buyers of SAF. Directly receiving SAF at delivery is a game-changer, increasing transparency and driving industry progress.”

“Since the announcement of the first sustainable aviation fuel (SAF) delivery at Airbus site in Canada, enabling the Mirabel teams to use SAF for A220 production, customer acceptance, and test flights, this achievement solidifies Airbus’ commitment to using SAF for internal operations as well as customer ferry flights across all its commercial aircraft assembly sites and delivery centers worldwide.”

“In 2025 alone, we project cutting CO₂ emissions by approximately 400 metric tonnes at our Mirabel site thanks to the 170,000 litres of pure SAF we will integrate to our activities,” said Benoît Schultz, CEO of Airbus Canada.”And we’re pushing our ambition further with this ferry flight with PoS credits for 50% SAF – a significant step that comes just ahead of Air France’s 50^th A220 delivery later this year. On a global scale, 78% of Airbus aircraft were delivered with SAF blend for the first half of the year, underscoring the importance our customers place on decarbonisation.”

A town celebrates the A220 naming

The naming of the newest aircraft to join the Air France fleet has brought some joy to the people of the town of Vaison-La-Romaine, located north of the city of Avignon in the region of Vaucluse. Even the mayor of the town has embraced the naming of the aircraft after his town and has posted on the town’s social media page to celebrate the occasion.

“Our city was honored to be chosen for this new Airbus A220, a new-generation aircraft. ‘Vaison-la-Romaine’ is now part of the Air France fleet alongside other cities such as Arras, Rivesaltes, and Colmar, and will fly around the world at an altitude of 10,000 meters. A dizzying figure!” said the post (in French).

Additionally, to celebrate the christening of F-HPNU, in partnership with the Vaison Ventoux Provence tourist office, the town will be marking the naming of the aircraft by unveiling a 1/100th scale model of the Airbus A220 in a few weeks in front of the fresco of the municipal gymnasium of the Ulysse Fabre sports complex located in the town itself.

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On August 21, 2025, the country’s Minister for Transport, Darragh O’Brien, published the policy roadmap, which he described as a key step towards decarbonizing aviation and seizing new opportunities in the sector.

In December 2023, the Department of Transport established the Sustainable Aviation Fuel Task Force to assist in developing the SAF roadmap. It brought together key stakeholders with responsibility for and interest in policy development and implementation related to SAF.

“I am delighted to officially launch Ireland’s first Sustainable Aviation Fuel Policy Roadmap,” O’Brien said in a statement. “Publication of this Roadmap represents the realisation of a clear commitment in our Program for Government. The Roadmap recognizes the important contribution that Sustainable Aviation Fuel can make toward decarbonizing the aviation industry and it aims to provide the building blocks for the deployment of Sustainable Aviation Fuel in Ireland.” 

Ireland’s SAF roadmap sets out four SAF Policy Pathways to advance:

• Market certainty
• Collaboration
• Supporting uptake 
• Supporting production

For each pathway, the Roadmap sets out a direction of travel and a number of actions to progress, built upon a suite of EU initiatives. These actions are initial steps and will be the foundation of future iterations of the Roadmap, the Department of Transport said.

According to the department, it will continue to review these policy pathways and engage with national and international stakeholders as Ireland looks to further progress its national SAF policy.

The specific flights to be supplied are operated by Air Hong Kong, a wholly owned subsidiary of the Cathay Group, which principally operates express cargo services for DHL Express using a fleet of 14 A330F freighter aircraft. Continuing through 2025, the partnership is expected to reduce lifecycle greenhouse gas emissions by approximately 7,190 tonnes, say the parties, “equivalent to the emissions of over 100 flights from Hong Kong to Singapore with an Airbus A330 freighter.” ​

“This SAF deal builds on the long-standing partnership between DHL Express and the Cathay Group, including through Air Hong Kong,” added a Cathay Group statement. “For more than two decades, Air Hong Kong has played a vital role in DHL Express’s Asia Pacific network. This latest collaboration builds on that strong foundation and paves the way for deeper cooperation in advancing SAF.”

“Sustainable aviation fuel currently accounts for less than 1% of the total global jet fuel consumption, yet air transport is one of our biggest sources of greenhouse gas emissions,” commented DHL Express Senior Vice President for Network Operations & Aviation (Asia Pacific), Peter Bardens. “Our decision to expand our SAF usage in Asia with Cathay is another important step that we have taken to drive momentum in SAF production and demand.”

“DHL Express is at the forefront of SAF adoption, and we look forward to seeing more partners and customers join us on this journey to build a more robust SAF ecosystem in Asia. Our continued investment in this area aligns with DHL Group’s Strategy 2030, which recognises ‘green logistics of choice’ as one of the four bottom lines,” he added. ​

Cathay Director Cargo Tom Owen added, “This partnership marks the first SAF uplift on Air Hong Kong flights, a key milestone for Cathay as we continue to expand the SAF usage across our global network. SAF remains a core pillar of our strategy to address our carbon emissions, and collaboration is essential to scaling its use. We are excited to be working with like-minded partners like DHL Express to make SAF more accessible and scalable, particularly in Asia.”

This collaboration makes DHL Express the latest strategic partner of Cathay’s Corporate SAF Programme, an initiative launched in 2022 to support corporate partners in addressing greenhouse gas emissions from business travel and airfreight through the use of SAF. In 2024, the Corporate SAF Programme enabled the use of over 6,000 tonnes of SAF, with a record 16 partners participating, which included HSBC, AIA, and Standard Chartered. ​

Increasing involvement with SAF

Cathay has been steadily expanding its SAF efforts across the region. Earlier in 2025, the Group entered into an agreement with Sinopec to uplift SAF produced in the Chinese Mainland at Hong Kong International Airport, marking the first such export by Sinopec to Hong Kong. Additionally, Cathay has partnered with SK Energy to secure SAF supply in South Korea from 2025 to 2027. Apart from working closely with suppliers, the Group also co-initiated the Hong Kong Sustainable Aviation Fuel Coalition (HKSAFC) to collectively drive policy development and adoption of SAF locally. These initiatives reflect Cathay’s mission to expand the use of SAF within its network and foster a regional SAF ecosystem.

“Investments in SAF are therefore critical to ensuring its availability on a long-term and predictable basis,“ adds the Cathay Group statement. “DHL Express has also been a frontrunner in scaling SAF uptake globally, securing long-term SAF agreements with multiple partners, including Neste, bp, and World Energy. Earlier this year, DHL Express also partnered with Cosmo Oil Marketing to use SAF produced in Japan for flights departing the country. Most recently, DHL Express completed an agreement with Neste that comprises 7,400 tonnes of SAF for international flights departing from Singapore Changi Airport, further demonstrating the company’s proactive approach to driving SAF demand and supply across the region.“​

“These efforts will also enhance DHL’s understanding of how to transport these alternative fuels, as it is a segment under its Strategy 2030’s key growth sector, “New Energy.” DHL Group is developing end-to-end logistics solutions for eight segments: wind, solar, electric vehicle (EV) and batteries, battery and energy storage systems, EV charging, grid, alternative fuel, and hydrogen,” the statement concludes. ​

VET Airways is a startup airline set up by Virak Buntham Express, one of the largest transportation companies in Cambodia. The acquisition of seaplanes is expected to complement the comprehensive bus transportation network that Virak Buntham Express already operates in the southeastern Asian country.  

As reported in local media, VET Airways is expected to serve the tourism industry in Cambodia as well as support the formation and training of a pool of local pilots. 

This order, which is valued at US$50 million, adds to Elfly’s US$550 million accumulated order backlog. So far, the Norwegian aircraft developer has received orders for 52 NOEMI seaplanes since announcing its launch customer, Nordic Seaplanes, in September 2024, during an event in Copenhagen which was attended by AeroTime. 

In June 2025 Elfly successfully completed the flight test of a 1:5 subscale model of the NOEMI seaplane with a wingspan of 4.5 meters at a fjord in Norway. The first full-scale demonstrator is expected to begin testing in 2027, with certification and entry into service expected in 2030. 

Also in June 2025, during the Paris Air Show, Elfly announced it has signed a Pre-Application Contract agreement with the European Union Aviation Safety Agency (EASA).  

This is an important step in an aircraft certification process, as it establishes a structured framework for the review of the application before the final one is submitted by the developer. The Pre-Application Contract covers the entire process of prototype development and will set the conditions for the obtention of a permit to perform flight tests once Elfly has a prototype ready. 

Archer announced on July 2, 2025, that its aircraft, Midnight, completed the flight at Al Bateen Executive Airport (AZI) as the eVTOL developer looks to build real-world data about UAE-specific conditions.  

Archer plans to expose Midnight to conditions such as high temperatures, humidity and dust in advance of its commercial deployment in the UAE and the Middle East. 

With the support of the Smart and Autonomous Systems Council (SASC), the flight was witnessed by senior leadership from the UAE General Civil Aviation Authority (GCAA), the Abu Dhabi Investment Office (ADIO), the Integrated Transport Centre, Abu Dhabi Aviation and Abu Dhabi Airports, along with representatives from Archer’s regional partners. 

Abu Dhabi Aviation (ADA) will be Archer’s first Launch Edition customer, with plans to deploy an initial fleet of Midnight aircraft beginning later this year.   

“Our initial test flight operations in the UAE represent a critical milestone as we prepare for our commercial deployment in Abu Dhabi,” said Adam Goldstein, CEO and Founder of Archer Aviation. “Testing our aircraft in actual operating conditions in the middle of summer provides us with the data we need to progress our commercial and certification efforts both in the UAE and in the U.S.” 

Following the flight, Archer will now expand its flight-testing program for Midnight in the region, gathering additional data to support its certification and commercialization plans in both the UAE and other key markets. 

“This flight marks a significant step towards realising Abu Dhabi’s ambition to lead the world in advanced urban air mobility,” said Badr Al-Olama, Director General of the Abu Dhabi Investment Office. “Through the Smart and Autonomous Vehicles Industry (SAVI) Cluster, we are enabling companies like Archer to test, certify and scale next-generation air mobility solutions, reinforcing our position as a global launchpad for innovation and a hub for transformative technologies.” 

Archer announced in April 2025, that the company had received approval to convert the Abu Dhabi Cruise Terminal helipad into a hybrid heliport for helicopters and eVTOL aircraft.   

Archer has also formed a partnership with the flight service operator Falcon Aviation to develop a vertiport network in Dubai and Abu Dhabi to enable flights between the two cities.   

Key companies in electric and hybrid-electric aviation, such as AURA AERO, Vaeridion, Voltaero, BETA Technologies, Archer, Pipistrel, and Elfly leveraged the platform provided by the Paris Air Show to share their latest technological advances with industry peers, investors and media. 

A case in point is magniX, a pioneering developer and manufacturer of electric motors for aviation based in Everett, Washington, which unveiled a new 400 Wh/kg battery cell. 

This is the latest iteration of the Samson 300, a battery magniX introduced in June 2024, with electric flight applications in mind.

With this new battery, magniX is looking to expand its industry footprint, getting its propulsion systems not just into battery-electric aircraft, but also in helicopters, and eVTOLs, as well as in other specialized high-performance applications outside aerospace. 

AeroTime sat down with magniX Chief Technology Officer, Riona Armesmith, to explore the technical specifications of this new battery technology and its potential impact across the company’s broader project portfolio. 

“We’ve been working with NASA extensively on what is new and novel in electric propulsion, addressing standards gaps to be able to certify it. We are at the point where we are building conforming hardware and getting into engineering and certification testing. What stresses an electric engine is very different from, for example, a piston engine. If we want to test its endurance, for example, we have to write a test plan and then actually test the engine to show that the test is actually representative. So, this is a lot of what we are doing, leading this for the whole industry and then working through the standards committee and align [with the rest of the industry].” 

In this regard, Amersmith referred to the fact that, since 2019, magniX engines have been undergoing testing under real conditions, on a modified version of a DHC-2 Beaver seaplane (called “eBeaver”), which Canadian operator Harbour Air has been flying around Vancouver (these flights tests are performed without paying passengers, though, due to regulatory limitations). 

Pragmatism as a policy

Amersmith explained that the company is trying to develop a battery that the industry actually needs, not just coming up with new products in the hope that customers will come knocking at the door. The latest Samson battery is based on Li-Ion, a relatively well-known chemistry. 

“We avoid exotic chemistries, this is very important for us, because when you start getting into exotic [battery] chemistry, the life cycle of the battery drops. And life cycle is very important for operator’s economics. You can buy super performing batteries that have only one life cycle. So, better have something that has the right cycle life, at the right cost, that it is easy to integrate, safe, reliable, high quality…” she added. 

At a time in which eVTOLs and the so-called advanced air mobility industry are gathering most of the public attention, Armesmith highlighted the role traditional helicopters can play in the future once fitted with electric engines. 

In 2022 magniX tested a battery-electric propulsion system on a Robinson helicopter and it is currently doing the same with a hydrogen fuel-cell. What’s more, in March 2025, magniX range of electric engines, called HeliStorm, specifically designed for the needs of helicopters. 

“We are bringing everything together: the new helicopter engines, batteries and everything, and we intend to fly them next year.” she explained. 

magniX declares itself platform-agnostic when it comes to the use of its propulsion systems. 

“I have no skin in the game whether it is a helicopter, an eVTOL, whatever…we’ll sell batteries and engines to anyone who wants them!” Armesmith said, not before adding that “I think there is practicality to helicopters. The most efficient way to do vertical flight is with a single rotor. This has been proven time and again. That’s just physics! That’s the difference [between helicopters and eVTOLs] to me. A Robinson needs around 200 Kw to take-off, while eVTOLs have eight or nine engines at 100 Kw each! It’s pragmatic!” 

The Toulouse-based company confirmed it has secured Letters of Intent (LoI) for more than 100 of its future ERA hybrid-electric, 19-seater, regional aircraft from several additional operators, bringing its total order book to more than 650. 

These latest commitments include an order for 20 aircraft (plus 20 options) from Solyu, a Korean aircraft lessor specializing in sustainable aviation, and another 20 (also with 20 options) from Marathon Airlines, a Greek charter and ACMI provider that is considering using the aircraft on regional routes connecting the Aegean islands.  

Lithuania’s Jump Air, a charter and ACMI operator currently operating two ATR turboprops, also signed for 10 ERAs (plus 10 options) and Safarilink, a Kenyan operator focused on the safari-related air travel market across East Africa, has ordered six units of this new aircraft type. 

AURA AERO has also entered into a strategic partnership with French charter operator Amelia to explore the feasibility of conducting regional operations in the future using the ERA aircraft. 

Strategic partnerships and funding bolster expansion plans 

In parallel to this, the French startup is making strides towards the implementation of its long-term industrial roll-out plans and is counting on the continued backing of several aerospace innovation support programs on both sides of the Atlantic. 

AURA AERO is the first aerospace project to be selected for the EU’s Innovation Fund program, a program funded by the EU’s Emission Trading System (ETS), which will allocate a total of €95 million to 85 decarbonization projects in 18 European countries. The announcement was made to coincide with a visit by Wopke Hoekstra, the European Commissioner for Climate, Net Zero and Clean Growth, to the company’s booth at the Paris Air Show. 

Another prominent visitor to the show was Florida Governor Ron DeSantis. AURA AERO is making the Sunshine State its US base, with the backing of Space Florida, a public agency tasked with attracting aerospace industry investments to Florida. 

AURA AERO has already built a 10,000 square foot hangar within the Embry-Riddle University Research Park in Daytona Beach, Florida, a project supported by a $3.4 million investment from Space Florida. In the next phase of its US expansion, AURA AERO will set up an assembly line for the ERA airliner as well as a customer service center at its Daytona Beach facility. This project will also receive the backing of Space Florida, which will help AURA AERO fund the $200 million investment. 

And, in yet another strategic deal, AURA AERO and Munich-based electric aircraft startup Vaeridion entered a partnership which aims to leverage the two companies’ complementarities to accelerate the respective sustainable aircraft programs of both companies. 

Vaeridion’s all-electric, nine-seater Microliner, sits nicely between AURA AERO’s INTEGRAL E all-electric two-seater light trainer aircraft and the 19-seater ERA hybrid-electric regional airliner.  

The two companies will collaborate in a number of fields, such as helping define charging infrastructure standards, and advocating jointly for policies that foster a faster adoption of electric aviation in Europe, as well as collaborating in joint laboratory and flight-testing research. 

These developments follow AURA AERO’s recent announcement of its diversification into the military sector through participation in a drone program. Earlier in June 2025, the startup revealed it is working on the development a “low-cost high-performance” MALE (Medium Altitude Long Endurance) drone, which will be called ENBATA and will have a size and role similar to the US-made MQ-9 Reaper. AURA AERO launched the project in response to a request from the French General Directorate of Armaments (DGA). 

On June 15, 2025, the company said, “multiple factors led to this evolution” with a decision to “decrease complexity” in its ambitions for certification and “aligning its overall design in compliance with EASA’s latest CS.23 certification specifications for normal category planes”. 

The Cassio 330’s original parallel-hybrid configuration incorporated an in-line combination of an electrical motor and thermal engine to drive a single propeller. 

As part of the redesign, a “pusher” electric motor is installed on each side of the aft fuselage, and a thermal engine inside the aircraft serves as a range extender by recharging the onboard batteries.   

Another visible difference for the Cassio 330’s production configuration is VoltAero’s adoption of a T-tail instead of the original design’s twin booms that supported a high-set horizontal tail.  

This change eliminates the potential of damage to the twin booms in the event of a propeller blade failure. 

The developer said: “The new configuration has a fully redundant architecture for operational safety. This begins with the two aft-fuselage-mounted Safran ENGINeUS smart electric motors, placing the Cassio 330 in the multi-engine aircraft category and opening its potential use in commercial air transport operations.” 

The Cassio 330’s interior layout remains unchanged, accommodating the pilot and up to five passengers and retains the modularity for passenger transportation, cargo operations, and medical evacuation/air ambulance missions. 

“As we take another step toward the Cassio 330’s production, our strategy remains unchanged: using safe and efficient electric-hybrid propulsion and power technologies that are realistically available today, applying them to a conventional takeoff/landing aircraft for sustainable regional transportation using existing airport infrastructure,” said Jean Botti, VoltAero’s CEO & Chief Technology Officer, during the unveiling event at Le Bourget Airport (LBG) ahead of the Paris Air Show. 

VoltAero’s exhibit at the Paris Air Show features a full-scale mockup of the Cassio 330 production configuration. 

AeroTime editors and journalists are on the ground at Paris Air Show 2025 covering all the latest and biggest breaking news stories at this year’s event.  

Bristow Group is a leading global provider of innovative and sustainable vertical flight solutions. The company primarily provides aviation services to a broad base of offshore energy companies and government entities. Bristow’s aviation services include personnel transportation, search and rescue, medevac, fixed-wing transportation, unmanned systems, and ad hoc helicopter services using both fixed and rotary-wing aircraft.

Under the terms of the new agreement, the companies will develop a scalable, capital-light eVTOL operations platform, designed to reduce barriers to adopting the VX4 aircraft by providing Vertical’s current and future customers with fully integrated solutions to launch services without building operational infrastructure from scratch.

This ‘ready-to-fly’ model will provide VX4 customers with turnkey access to aircraft, pilots, maintenance, and insurance, lowering barriers to entry. The partnership, which mirrors existing, successful operating models adopted by regional airlines, includes access to certified aircraft, trained pilots, maintenance, and insurance, allowing VX4 customers to focus on customer experience, sales, and network integration. At the same time, Vertical and Bristow will fully manage aircraft operations on the end-customer’s behalf.

The strategic partnership will “accelerate global eVTOL adoption by combining Vertical’s category-leading aircraft with Bristow’s global vertical lift operational and safety track record and experience,” said a Vertical Aerospace statement.

Under the memorandum of understanding signed between the companies, Bristow has also placed a pre-order for up to 50 VX4 aircraft, with the option to purchase up to 50 more. This expanded pre-order builds on the strategic partnership launched in 2021 and “reflects Bristow’s confidence in the potential of Vertical’s VX4 aircraft, including its commercial viability, certification path, and delivery roadmap,” said Bristow Group.

Stuart Simpson, CEO of Vertical Aerospace, said, “This strategic partnership is about execution and mirrors what already works successfully in aviation today. It will lower barriers to market entry and accelerate the adoption of eVTOL services worldwide. Together, we’re making it easy for customers to adopt electric flight, allowing them to focus on what they are best at – customer service, loyalty, and sales.”

“We are excited about expanding our relationship with Vertical and helping move the future of advanced air mobility forward,” said Bristow President and CEO Chris Bradshaw. “Bristow has over 75 years of providing critical safety, operational, certification, and logistics expertise, and this agreement outlines a framework to help scale these new aircraft globally, offering customers a seamless path from concept to revenue.”

More about the deal

Bristow will leverage its global operational footprint, including multiple Air Operator Certificates (AOCs) and Bristow’s global MRO network approvals, to offer fully managed operations for Vertical’s current and future customers. Target customers include airlines, logistics operators, and rescue services; all sectors where Bristow has over seven decades of mission-critical experience across the world.

“As part of the strategic partnership, the companies will harmonize their respective safety management systems and utilize the VX4’s cloud-connected architecture to deliver predictive maintenance, enhanced reliability, and data-driven fleet insights. The companies are also exploring Maintenance, Repair, and Overhaul (MRO) services, including battery swapping and field maintenance solutions,” added the Vertical Aerospace statement.

“This agreement is a key enabler of Vertical’s  Flightpath 2030 strategy – its roadmap to delivering scalable, certified, and commercially viable eVTOL operations globally. It also builds on Vertical’s recent completion of the first-ever wing-borne flight of a winged eVTOL in European open airspace – a critical step toward certification and commercial launch that reflects growing regulatory confidence in the capabilities of the VX4,” concluded the statement.

It was one of the pioneering carriers to commit to ambitious net zero targets and later demonstrated remarkable transparency by publicly acknowledging the need to recalibrate its approach. 

Even if it decided to withdraw from the Science Based Targets initiative (SBTi) in July 2024, becoming the first major airline to reassess its 2030 climate goals, Air New Zealand remains committed to lead in sustainability. 

AeroTime spoke with Kiri Hannifin, Chief Sustainability and Corporate Affairs Officer at Air New Zealand, during the 81st Annual General Meeting (AGM) of the International Air Transport Association (IATA), which took place in Delhi, India, on June 1-3, 2025, and asked her about the carrier’s ongoing sustainability projects. 

“We’re the national flag carrier of a country that prides itself on being green. So much of our economy relies on nature: tourism, agriculture…so, if you think about the impact of aviation on the environment, for us it’s an existential threat and we know we need to do everything we can to stop pollution.” explained Hannafin, adding that Air New Zealand is committed to the IATA and ICAO 2050 net zero goals. 

Hannafin referred to the airline’s recent recalibration of its emissions goals. The (non) availability of SAF played, perhaps not surprisingly, a key role in this decision: 

“We were one of the first airlines, maybe number two, to have a science-based target, but, unfortunately, we had to retract it last year, because the sustainable aviation fuel (SAF) we needed was just beyond our reach. But earlier this year, in March, we announced a new approach to emissions, and we have put guidance out to our customers and to the market that by 2030 we expect to have a net emissions reduction of between 20 and 25% compared to 2019.” 

Hannifin quantified what this reduction represents: 

“We are about 4 million tons of carbon a year, and that should get us down to 3 million tons of carbon, but with aviation growth in between and into the later part of the decade. At the moment, we don’t have much growth because we’ve got engine issues.”  

Remarkably, and despite its green credentials, New Zealand doesn’t have any country-specific fuel mandates like those in place in the EU, UK and other countries, so Air New Zealand is acting on its own initiative. 

“We are very focused on getting access to SAF.” she explained, adding that, since there is no SAF production in New Zealand, the airline has to source it either in Singapore or in California, where its Dreamliners can uplift a SAF blend when refueling for their trip back home. 

This supply situation may change in the future, as Air New Zealand has partnered with US-based SAF producer LanzaJet in order to evaluate the feasibility of producing SAF in New Zealand using forestry waste as feedstock. 

Mission Next Gen Aircraft 

But perhaps the project that has given Air New Zealand most international notoriety in the field of sustainability is its electric aircraft testing project, called “Mission Next Gen Aircraft”. 

Launched in 2022, this program called for proposals to evaluate an electric or hybrid-electric aircraft that in the longer term could potentially replace the de Havilland Q300 turboprops it currently uses on many domestic routes. 

Hannifin enumerated the reasons Air New Zealand is keen to see electric and hybrid-electric aviation taking off, even if it will be available only on relatively small aircraft at first: 

“We are very lucky that novel propulsion aircraft is an option for us. In the first place, because 60% of our regional flying in New Zealand is under 350 kilometers, these are short distances that we fly with turboprops. And, secondly, we have a lot of renewable energy. So, those two things combined mean that we could be using electric aircraft.”  

Hannifin continued with a mention of New Zealand’s air mobility requirements, which are, in great part, dictated by geography. 

“We have the land size of Japan, but a population of only 5 million. So quite a big landmass, bigger than England, but with a very, very small population. Many of our domestic services are small gauge. Add to this the fact that we have two islands and, also, that we don’t have a train network to speak of. So, we are very interested in different types of aircraft, be them electric, hybrid or hydrogen-powered.”  

This initiative attracted the interest of major aircraft manufacturers, such as Airbus, ATR and Embraer, as well as some of the most prominent names of the nascent clean aviation ecosystem, such as Heart Aerospace, VoltAero and BETA Technologies 

“We went to the global market, and said, “These are our requirements. Here’s what we’re looking for. And we had many responses, more than 20 of them. We then narrowed that down to four, which we still work with.” explained Hannifin. 

In a stark reminder of the challenges of building a low-emission aircraft, two of the companies that were part of “Mission Next Gen Aircraft” in its beginning, Universal Hydrogen and Eviation, have since ceased operations, while a third one, Cranfield Aerospace Solutions, is facing an uncertain future after facing financial difficulties. 

“The market for novel propulsion has shrunk, which is very disappointing, and Airbus has unfortunately pushed out the time frame for its hydrogen aircraft.” lamented Hannifin before expressing her hopes for the success of company that has finally been selected for the flight testing phase of the program. 

“We have one lead partner, which is BETA Technologies. They are doing well. It’s a fantastic company. They are coming to New Zealand in a couple of months, and we’ll do a technical demonstration with their aircraft in September this year.” she added. 

Air New Zealand expects these first demonstration flights to help also staff and regulators familiarize with the CX300 ALIA, the aircraft BETA Technologies is pitching for this project. 

After conducting a number of demonstration flights across the United States, Vermont-base BETA Technologies is currently showcasing the CX300 ALIA to overseas prospects.  

Starting in May 2025, one of these hybrid-electric conventional take-off and landing (CTOL) aircraft has been on a tour of Europe which has taken it to Ireland and the United Kingdom. It will next be heading to Norway, where it is expected to undergo flight tests along the North Sea coast for Bristow, an air services operator. 

Although Air New Zealand has announced, on April 2024, that the CX300 ALIA could perform cargo flights for New Zealand Post as early as 2026, Hannifin revealed there have been some changes in this program. 

The first technical demonstration flights of the ALIA won’t carry any payloads. The first cargo flights will have to wait at least until 2027 or 2028 and it is not yet clear if New Zealand Post will still be taking part in the project. 

Interestingly, this delay may allow Air New Zealand to leapfrog to passenger flights, provided that the aircraft is properly certified by then. 

“We’ll, be looking around whether we do a bit of cargo, potentially, by that time, they might have a passenger variant” she said. 

The initial testing was supposed to take place between Wellington (WLG) and Marlborough (BHE), two airports on opposite sides of the strait separating New Zealand’s North and South Islands, but this, Hannifin explained, is far from certain. The location will depend on the final choice of partner now that the participation of New Zealand Post is not guaranteed. 

Hannifin didn’t confirm whether an aircraft like the CX300 would be inducted into Air New Zealand’s fleet if the testing goes well. In this regard, she pointed out that, at the moment, the smallest aircraft in the airline’s fleet is still much larger than the six-seater ALIA. 

“Our smallest plane has 50 seats. It’s the deHavilland Q300, it’s a great aircraft and we are going to keep them going through the 2030s. We’ll probably do some modernization of the cockpit, etc., but they’ve got some life left,” she noted. However, she left the door half open, particularly in the event that the industry is able to scale up these first clean aircraft concepts, like the ALIA, and produce larger models. 

“Once you get into, let’s say, a 15 or 20-seater, then we don’t know…at some point soon, someone will make an aircraft that has a payload that would suit New Zealand. And I really hope that it will be part of our future. 

A holistic approach to sustainability 

“We are looking at some [carbon] removals. We haven’t bought any, but we are just watching the market actively. We’d really like to have carbon removals happen in New Zealand, with our nature. It would be beautiful to do something in our own country to support carbon removals, but with adjacent biodiversity and community benefits as well. So that’s something we’re working on.” explained Hannifin, before elaborating further about other environmental projects Air New Zealand supports which are not directly linked to carbon emissions. 

“We do a lot of things: we invest in nature in New Zealand. We support the government work around protecting biodiversity New Zealand.”  

Air New Zealand is even taking action to control invasive species.  

“We fund a lot of predator trapping and predator fencing, because it’s a big threat to our wildlife, to our nature, our flora and fauna.” she stated. 

Hannifin shared some details of, yet, another interesting sustainable project Air New Zealand is involved in.  

“We’re very strong on circular economy and waste reduction. We’ve just retrofitted our first 787, and we recycled the content of that plane, or as much of the content as we could. A third party in Singapore, who has broken down the components and recycled the material. So, we are just trying all the time to reduce waste, to reduce our footprint” 

Many of the materials that were on that aircraft have got a new life as furniture, bags or even train tracks. 

“That feels good, when we’re not wasting!” she exclaimed. 

Evia Aera has closed a deal to acquire six Beech 1900D-HE aircraft, retrofitted to use a hydrogen-electric propulsion system developed by Australian firm Stralis Aircraft. 

These aircraft will be able to carry up to 15 passengers for distances of up to 432 nautical miles (800 km) and at speeds of some 270 knots (500 km/h).  

According to Stralis, the high temperature hydrogen fuel cell technology it is developing offers a six-fold weight reduction over the existing alternatives, conferring it a range advantage over battery-powered aircraft too. 

The Australian company also claims that its system is capable of halving operational costs compared to traditionally powered alternatives, while delivering significant noise reduction.  

Evia Aero is the European launch customer for the Stralis propulsion system, which has only been tested on the ground so far. 

The German firm is active in different segments of the nascent sustainable aviation industry. In addition to its plans to become a zero-emissions regional air services provider, Evia Aero is also promoting the development of renewable power infrastructure on the ground at several airports across Europe. 

Goldstein, who founded the electric vehicle takeoff and landing (eVTOL) developer, sat down with Jimmy Falllon on May 15, 2025, to announce the news and talk about “flying cars”.

The new partnership between Archer and the LA28 Olympics will see Midnight eVTOL aircraft take on a variety of functions during the event, including transporting VIPs, fans and stakeholders. The agreement also includes a collaboration with Team USA.

To facilitate its ambition, Archer is to construct vertiport take-off-and-landing hubs and provide support for emergency services and security.

There are plans to build vertiports at key venues including the Stadium in Inglewood and the Los Angeles Memorial Coliseum.

.@AdamGoldstein13 announces @ArcherAviation is teaming up with the Olympics as the Official Air Taxi Provider of the @LA28 Olympic and Paralympic Games! #ArcherPartner #FallonTonight pic.twitter.com/kfZcj6CFvx

— The Tonight Show (@FallonTonight) May 16, 2025

Additionally, the network is intended to include Los Angeles International Airport (LAS), Hollywood, Orange County and Santa Monica

Known as ‘The Greatest Show on Earth’, the LA28 Olympic and Paralympic Games will bring over 15 million visitors together and be broadcast to billions of viewers globally.

“We want to transform the way people get around Los Angeles and leave a legacy that shapes the future of transportation in America. There’s no better time to do that than during the LA28 Games,” said Adam Goldstein, CEO and founder of Archer Aviation. “I can’t wait to see Midnight flying passengers over Los Angeles, emblazoned with the Team USA logo and the Olympic Rings and Paralympic Agitos.”

Had a great time talking @ArcherAviation and @LA28 with @jimmyfallon on @FallonTonight. Midnight flying over LA rockin the Olympic rings is gonna be epic! pic.twitter.com/M6VuxMU6Ja

— Adam Goldstein (@adamgoldstein13) May 16, 2025

The Midnight eVTOL aircraft is designed to carry four passengers and a pilot. During LA28, it will fly guests on 10–20 minute journeys.

“At LA28, we’re building a platform for constant innovation and creativity, which is why we’ve partnered with forward-thinking companies like Archer,” said LA28 Chairperson and President Casey Wasserman. “Our vision is to fundamentally reimagine the Olympic and Paralympic Games experience, and this partnership represents an incredible opportunity to deliver something unprecedented, showcasing the very best of what Los Angeles has to offer on the world stage.”

On February 18, 2025, Archer Aviation announced that it had received its Part 141 certificate from the FAA, signifying that it is now a formally recognized and regulated institution for pilot training.

The latest certificate follows Archer’s Part 135 Air Carrier & Operator Certificate from the FAA in June 2024 and its Part 145 certification from February 2024.

On May 13, 2025, ZeroAvia announced that it has signed an agreement with RVL Aviation, a provider of specialized air services based at East Midlands Airport (EMA), in the United Kingdom, to retrofit one of the latter’s Cessna Caravan 208B aircraft with a ZA600 powertrain.  

The aircraft will then be used on air cargo services across the British Isles. 

With this move, ZeroAvia aims to become the first in the world to launch a zero-emission air cargo commercial service. 

MONTE, a UK-based aircraft leasing company specializing in regional and sustainable aviation, is also involved in the deal, facilitating the obtention of the Cessna Caravan aircraft. 

“We have the engine design; we have the integration plans for the launch airframe; we have the solutions to provide the hydrogen fuel; and we have the customers wanting to operate the first routes. We now need to double our attention on the certification testing that will get this route flying and then ramp up production for our other confirmed ZA600 customers,” Val Miftakhov, ZeroAvia’s founder and CEO, said in a press release announcing the deal.  

The entrepreneur referred to the fact that ZeroAvia’s hybrid hydrogen-fed propulsion system is not yet certified., However, the company has made strides in that direction. 

Both ZeroAvia and RVL Aviation see the deal as a first step in what could be a much more ambitious plan to roll out hydrogen-powered cargo services in the not-so-distant future. 

The fuel was imported by Australian petroleum company Ampol from Malaysia to its facility in Kurnell, New South Wales on May 7, 2025. 

The SAF is currently being blended with conventional aviation fuel before testing and certification so that it can be distributed into the supply chain of Sydney Kingsford Smith Airport (SYD). It will then be used on flights departing from Sydney Airport over the coming weeks.

Major SAF Milestone Achieved

Sydney Airport, in collaboration with @Qantas and @AmpolAustralia, have marked the largest ever commercial importation of Sustainable Aviation Fuel (SAF) into Australia.

Nearly two million litres of SAF have arrived and are being prepared for… pic.twitter.com/1TI2YjHm0i

— Sydney Airport (@SydneyAirport) May 13, 2025

Once blended at a ratio of approximately 18%, Qantas and Sydney Airport said the fuel could power the equivalent of 900 flights from SYD Airport to Auckland Airport (AKL) on Qantas and Jetstar’s Boeing 737 aircraft. This would reduce the resulting carbon emissions from those flights by a total estimated 3,400 tons.

The estimated reduction is roughly equivalent to the annual emissions generated by 800 cars, Qantas said.

In 2023, Qantas established the SAF Coalition which consists of 15 leading Australian and global companies, all supporting the use of SAF at scale to help reduce their air travel and freight emissions.

Sydney Airport said that if established, domestic SAF production has the potential to contribute approximately AU$13 Billion (US$ 8.4 Billion) in GDP annually by 2040, while supporting nearly 13,000 jobs in the feedstock supply chain and creating 5,000 new jobs to construct and run the facilities.

“The creation of a domestic sustainable aviation fuel industry is key to our efforts towards the decarbonization of aviation, increasing Australia’s fuel security and creating thousands of new jobs across our economy,” Qantas Group CEO Vanessa Hudson said in a statement.

“Today’s announcement is a proud moment for Qantas and demonstrates the demand that exists for more sustainable travel. As the national carrier, we have a role to play in reducing the impact of air travel on the environment, but we can’t do it alone. We pick up 70% of our fuel in Australia so we’re looking forward to working closely with the government to chart the next course for SAF in Australia. The alignment of industry and government will be critical to establishing and scaling an industry here,” Hudson added.

In a press release announcing the move, which will involve the winding down of the firm’s operations in Sweden, Heart Aerospace stated that the relocation is motivated by the need to deploy the available financial resources in a way that maximizes the chances of scaling up the business. 

In the same press release, the company also announced its increased focus on iterative development and in deepening its vertical integration, right as the company prepares to flight test its first two prototypes, called “X1” and “X2”, respectively. 

Although Heart Aerospace began in Sweden, the company has always had strong links with the United States.  

The firm’s Swedish husband-and-wife founding team graduated from the renowned Y Combinator startup acceleration program in the Bay Area and its research and development team, including the chief technology officer, have been based in Los Angeles since May 2024.  

Flight testing of the ES-30 aircraft prototypes has long been scheduled to take place in the US, although this will be on the East Coast. In November 2024, Heart Aerospace announced it had selected Plattsburgh, New York, as the airfield where the first test flights will be conducted. 

Speaking to AeroTime at a media event in Gothenburg in September 2024, Heart Aerospace’s co-founder and CEO, Anders Forslund, explained that the X1 demonstrator was going to be disassembled and transferred to the US for the start of the flight test campaign.  

With regards to second prototype, the X2, in the press release announcing the US move, Forslund stated: 

“For the X2, we’re developing key technologies like batteries, actuation systems, software, and hybrid-electric hardware in-house. This approach allows us to refine and enhance our systems continuously, just as we’ve done with the X1 prototype, which has seen extensive testing and major design updates since its initial rollout in 2024.” 

Heart Aerospace closed a $107 million Series B funding round in February 2024, which was followed by an additional $40 million round in early 2025. 

On April 22, 2025, against the backdrop of Earth Day, Wizz Air laid out its roadmap for achieving net zero by 2050 with a focus on Sustainable Aviation Fuel (SAF) production heralded as the key-component for change.  

AeroTime was among media representatives in Budapest, Hungary, to hear the airline’s ‘Flying Towards Net Zero’ plans which aim to galvanize the industry that currently produces SAF that is too expensive and too sparce.  

“Everybody says that SAF is the most viable option, but the problem is, there’s not enough of it, and it’s too expensive, so that’s what’s slowing us. When the industry set the 2050 target they all assumed that SAF would already be well-produced by now and that when you have more of it the cost will come down in terms of economics, but that hasn’t happened yet,” Yvonne Moynihan, Wizz Air Corporate & ESG Officer told AeroTime. 

Wizz Air said that “efforts to achieve net zero emissions by 2050 are sliding off course” and European airlines are being hindered in their progress by rising costs from regulatory compliance. 

Flights, fuel and footprint

As the torch bearer for change and the EMEA’s most environmentally sustainable airline, Wizz Air set out its plan for the three F’s – flights, fuel and footprint. 

Under the roadmap, which relies heavily on the industrialization of technology, Wizz Air’s net zero ambition relies on five pillars: 

• 53% decarbonization through the increased use of SAF 

• 21% decarbonization through technological advancements in aircraft and engine technology. 

• 7% decarbonization through fleet renewal 

• 4% decarbonization through air traffic reform 

• 2% decarbonization through operational efficiencies 

The roadmap, which reflects the long-term climate goals set by the International Civil Aviation Organization (ICAO), urges a reality check and for European governments to get serious about supporting airline’s efforts to put sustainability front and center. 

“We need action, not just ambition. That’s why we’re calling on governments, regulators, and the fuel industry to wake up to the reality of aviation’s transition and start delivering the changes that will make net zero possible. Aviation needs a policy and investment revolution to shape the industry’s path. Flights. Fuel. Footprint. This is our commitment. This is our journey. This is how we fly towards net zero,” said Moynihan. 

‘The current pace of change is not enough’

Part of Wizz Air’s plan is that it focuses on the technology of the here and now, so the development of hydrogen-powered aircraft does not feature.  

The airline has already invested heavily in a modern fleet of fuel-efficient Airbus A321neos and has the lowest emissions intensity per passenger kilometer of any airline globally, and a target to reduction emissions by 25% by 2030. 

However, it is SAF that the carrier believes can provide the fundamental changes that the industry needs and is calling on governments to ramp up SAF production by ensuring a long-term policy framework 

“If you look at Hungary, there’s no SAF being produced here. We have a partnership with the government where we’re trying to implement a national SAF strategy. It’s about bringing everyone in the industry and the energy sector together to say, what’s the feasibility for having a soft plant here in Hungary,” said Moynihan. 

Moynihan added: “Wizz Air supports an ambitious vision for net zero, but the truth is that the current pace of change is not enough, and without radical intervention, aviation will fail to meet its commitments.” 

One of the first to spot the promising opportunities that this technology offers is Jean Botti, a former chief technology officer (CTO) at Airbus. In 2018, Botti founded VoltAero. 

This French startup thus became one of the early champions of hybrid-electric technology, with a technology demonstrator aircraft called ‘Cassio S’ (a retroffited Cessna 337 Skymaster) flying thousands of miles across France.  

However, VoltAero’s ultimate ambition is to develop a whole family of clean-sheet hybrid-electric aircraft. It will consist of three models: the five-seat Cassio 330, the six-seater Cassio 480 and the 12-seater Cassio 600 (the number of each model denoting its power, so 330, 480 and 600 kilowatts respectively). 

The first of these to undergo certification and enter the market will be the Cassio 330, which has received a significant degree of interest from operators around the world. These include Air New Zealand, which selected it for its ‘Mission Next Gen Aircraft’ program, alongside other forerunners of sustainable aviation such as Heart Aerospace and BETA Technologies. 

VoltAero already showcased a full-size mockup of the Cassio 330 at the 2023 Paris Air Show, but here at AeroTime we wished to learn more about the company’s current flight-testing campaign and its industrial plans. 

So, AeroTime travelled all the way to Rochefort, a historical town in Western France, where VoltAero has built its headquarters and main industrial facility. 

The factory, inaugurated in November 2024, is located at Rochefort Airport, where VoltAero shares the runway with the French Air Force, which has a training facility at the site. 

Arthur Grunwald, Program Manager at VoltAero, show us around the hangar where the Cassio S is kept, offering AeroTime readers a close-up look at this hybrid-electric testbed, as well as of the Cassio 330 mockup, which will again be exhibited at Le Bourget during this year’s Paris Air Show, on June 16-22, 2025. 

VoltAero plans to expand these facilities to install the first final assembly line for the Cassio family of aircraft, as soon as the type receives certification and the company secures additional funding to roll out its expansion plans (VoltAero closed a Series B funding round in 2022). 

If everything goes according to plan, VoltAero is already plotting its overseas expansion. With this in mind, in November 2024, it signed a Memorandum of Understanding (MoU) with US firm AltiSky to distribute the Cassio family of aircraft in North America and potentially build a second final assembly line (FAL) in the US. 

The Aviation Circularity Consortium (ACC) is a network of organizations committed to building a circular economy for the aviation industry. The ACC’s mission is to bring together key stakeholders, including airlines, regulators, OEMs, suppliers, and financial organizations, to shape and strengthen new pathways to accelerate decarbonization through high-value circularity in the global supply chain.

According to an airline statement, Emirates “has embedded recycling and circular solutions within its operations as part of its sustainability strategy. From cabin interior upcycling and incorporating more sustainable materials in its products to inflight initiatives and waste reduction programs, the airline continues to explore innovative ways to reduce its environmental footprint. By joining the ACC, Emirates will contribute to advancing circular aviation innovations, further strengthening the Consortium’s collaborative momentum.”

The Middle-Eastern airline joins the ACC alongside SL Metals of Singapore. The company is a major aluminum alloy distributor serving the Asia-Pacific and Middle East regions. The company supplies a comprehensive range of aluminum alloy products for various industries, including aerospace, precision engineering, semiconductors, and more. “SL Metals’ participation in the ACC will support ongoing efforts to drive more sustainable supply chain practices and accelerate material circularity in aviation,” says Emirates.

“Recognizing that industry-wide cooperation is essential to advancing aviation circularity, the ACC continues to unite key stakeholders across the aviation ecosystem together to drive meaningful progress,” adds the airline.

Emirates is the second airline to join the ACC after Qantas and hopes to demonstrate the industry’s growing recognition that circularity is essential to decarbonization. Emirates states that the airline’s experience in sustainable fleet management will play a crucial role in addressing the challenge of safely and responsibly handling end-of-life aircraft.

“Aviation must rethink how materials are used across an aircraft’s lifecycle, from production to retirement,” said Ahmed Safa, Head of Engineering & MRO, Emirates Group. “With the number of retired aircraft continuing to grow, the need for sustainable end-of-life solutions is more urgent than ever. At Emirates, we are identifying new pathways to extend our fleet’s lifespan, and joining the ACC enables us to collaborate on sustainable initiatives that reduce waste, enhance efficiency, and accelerate aviation’s transition to a circular economy.”

Sam Tan Yee Leong, Chief Executive Officer and Executive Director of SL Metals, added, “Aluminium plays a critical role in aviation, as in many other industries, making responsible sourcing and efficient material use essential. Aluminum production also accounts for 3% of global industrial CO2 emissions, making sustainable practices across the supply chain increasingly important. SL Metals remains committed to improving sustainability within our own operations while supporting broader industry-wide efforts.”

“Through the ACC, we look forward to advancing best practices in aluminum use and supporting initiatives that shape a more resilient and sustainable aviation supply chain,” he added.

Emirates has been involved in various upcycling and recycling programs in recent years, including the transforming of disused leather aircraft seat covers into a range of luggage and other lifestyle items. The airline, along with SL Metals, is joining ACC following the ACC’s milestone launch of its 2050 industry roadmap rolled out in November 2024.

The two-day event begins on March 24, 2025, in Toulouse, France, with speakers including Airbus CEO Guillaume Faury set to take to the stage.  

On day one Faury will chat with Bertrand Piccard, Chairman of the Solar Impulse Foundation, about the “current state of global climate objectives” and explore the “balance between ambition and pragmatism in developing decarbonisation technologies”. 

Airbus says the event is designed to bring together experts from around the globe to shape a “constructive dialogue about where aviation is today and where it is heading in the decades to come”. 

“Airbus is committed to shaping the future of aerospace through innovative design, cutting-edge technologies and novel engineering. But we cannot do it alone. Cooperation and collaboration are the guiding lights that will keep the industry on track to achieve its decarbonisation goals,” said a spokesperson for Airbus. 

On the agenda will be an update on the status of Airbus’ hydrogen-powered ZEROe aircraft project and news on the “promising technologies” the company are developing for the next-generation single aisle, the eventual successor to the A320 family aircraft.   

Subjects under discussion include “Harnessing the power of responsible AI”, “SAF in focus: what’s next for aviation fuel” and “Identifying, investigating and mitigating non-CO2 emissions”. 

Airbus will also showcase some of its recent innovations for attendees to experience firsthand, including the Racer helicopter demonstrator. 

Look who's arrived in Toulouse ! #Racer is joining the static display at the #AirbusSummit, the aerospace innovation event that will kick off on Monday.
Check out some of the beautiful sights from its high-speed flight! pic.twitter.com/DMXR3Uybcj

— Airbus Helicopters (@AirbusHeli) March 22, 2025

The distinctive high-speed Racer “aims to leverage increased speed to deliver significant added value for citizens and operators”.   

Who are the speakers at Airbus Summit 2025? 

The following experts and aerospace leaders are scheduled to speak at Airbus Summit: 

• Guillaume Faury – CEO at Airbus 

• Julie Kitcher – Chief Sustainability Officer and Communications at Airbus  

• Bertrand Piccard – Initiator and Chairman at Solar Impulse Foundation 

• Mohamed Ali – Senior Vice President and Chief Technology & Operations Officer at GE Aerospace 

• Maud Delourme – Head of Multi-Systems Engineering & Integration at Airbus Commercial Aircraft 

• Bruno Fichefeux – Head of Future Programs at Airbus 

• Frank Haselbach – Senior Vice President Propulsion Engineering at Airbus 

• Glenn Llewellyn – Vice President of ZEROe project at Airbus 

• Karim Mokaddem – Head of Aircraft of Tomorrow Research and Technology at Airbus 

• Sue Partridge – Head of Wing of Tomorrow and UK Country Manager at Commercial Aircraft Airbus 

You can follow all the action from the two-day Airbus Summit through a livestream of the event at 14:00 (CET). 

Announcing the green milestone on March 20, 2025, Airbus said its Mirabel A220 site recently welcomed the first tanker truck filled with SAF to power internal operations.

Joining their colleagues around the world, the Airbus A220 teams in Canada will now be able to use SAF for production, customer acceptance and test flights.

“On average, SAF can reduce CO2 emissions by up to 80% compared to traditional jet fuel. This substantial reduction is crucial to the industry’s progress towards decarbonisation by 2050. It’s a big milestone to now have our Mirabel site in Canada, as SAF capable as our other Airbus sites. It not only means we can test our A220 aircraft using SAF, but we will also be able to deliver them to our customers with SAF too,” Benoît Schultz, CEO of Airbus Canada said.

According to Airbus, 75% of the planemaker’s aircraft were delivered with SAF in 2024, representing the importance that its customers are also placing on decarbonisation.

While in 2025, Airbus plans that all commercial aircraft delivery centers around the world will offer SAF to customers for ferry flights.

“Management of SAF in Mirabel will be done using the mass balance principle. Once the SAF has been transported and delivered to Airbus Canada, it is blended with the conventional aviation fuel (CAF) also known as Jet-A1 in the Mirabel site’s fuel farm. The dilution of CAF and SAF in the fuel tanks is allowed through established standards and auditable bookkeeping,” a spokesperson for Airbus explained.

Airbus Canada hopes to begin to deliver SAF Proof of Sustainability (PoS) certificates to A220 customers receiving their aircraft from Mirabel in 2025.

SAF has been used in A220 aircraft delivered from the A220 Mobile Final Assembly Line since 2016.

“As with all Airbus aircraft, the A220 is already able to operate with up to 50% Sustainable Aviation Fuel (SAF). Airbus aims for all its aircraft to be capable of operating with up to 100% SAF by 2030,” the Airbus spokesperson added.

Under the agreement, Viva Energy will provide Virgin Australia with SAF consisting of Jet A1 and a 30-40% synthetic blend component made from waste and residue feedstocks.  

Jet A1 is a kerosene type of fuel consisting of hydrocarbons and tetraethyl lead. It has a high octane number, designed for high-compression, high-performance engines, a popular choice for propeller aircraft.

According to Virgin Australia, the blend is fully compatible with existing aircraft and fuelling infrastructure, and all regulatory and safety requirements.

The collaboration will allow Viva Energy to continue to expand its ability to supply SAF-blended jet fuel across Australia using its infrastructure assets, while exploring regional SAF delivery, storage and handling, and direct into-wing dispensing.

According to the Queensland State Development, Infrastructure and Planning, the state is internationally recognized as one of the best locations to establish an Australasian SAF supply chain. This is mainly due to the state already producing significant SAF feedstock such as, tallow, biomass and agricultural residues and has the potential to grow alternative feedstocks such as pongamia and carinata.

“SAF represents the critical long-term opportunity in commercial aviation’s pursuit of its 2050 net zero emissions ambition,” Virgin Australia Chief Corporate Affairs and Sustainability Officer, Christian Bennett said in a statement.

“Partnership, focused policy development, and collaborations such as this with Viva Energy will be essential if we are to successfully adopt SAF’s broader use in Australia over the years and decades ahead,” Bennett added.

Bennett also emphasized the importance of making SAF affordable and accessible, acknowledging it will be the key to achieving lowest cost carbon abatement, and “maintaining the essential role of aviation in connecting Australian communities.”

These enhancements cover three different aspects of the aircraft’s propulsion system. 

The hydrogen-fuel system will be battery-free and have built-in redundancy, with two separate electric engines, each with its own power source. Beyond Aero has highlighted that this engine configuration, which has been scaled up to 2.4MW of power, can be further scaled up in the future if needed.  

The hydrogen storage system has also been modified to enhance safety by mounting it above the wing box structure, improving its chances of surviving a crash. This design also eliminates high-pressure fuel lines inside the pressurized cabin. 

Last, but not least, the new design uses an advanced, computer-controlled thermal management system with built-in electric fans which improve the aircraft’s performance in all types of weather and extreme temperatures. 

According to Beyond Aero, these changes will also enhance the cost profile of the executive jet the company is developing. This is due in part to the expected lower cost of hydrogen, which Beyond Aero projects to be 65% cheaper than synthetic sustainable aviation fuel and 17% cheaper than Jet A1 by 2030. The French company also aims to deliver a drastic reduction in maintenance costs with its future aircraft, the result of having fewer moving parts and not using a high-temperature turbine. 

The announcement was made during Verticon, a professional event for the rotorcraft industry taking place in Dallas, Texas, between March 10 and 13, 2025. 

The new engine range, which is called “HeliStorm”, is designed for rotor speeds of 6,000-7,000 revolutions per minute (RPM) and it is lighter than turbine engines for similar aircraft. It can equip both single and twin-engine hybrid-electric rotorcraft. 

The first engine in this new range weighs 75 kg and is able to provide peak power of 330kW. The engine can be coupled with magniX Samson batteries. 

“magniX’s HeliStorm engines expand upon our existing world leading capabilities and deliver a step change in performance, reliability, and value for our customers. We look forward to bringing our innovative technology to another segment of the aviation industry,” said Reed Macdonald, CEO of magniX in a press statement announcing the new product launch. 

Although the emerging eVTOL industry has received a good deal of media attention over the last few years, manufacturers of conventional helicopters have also been making strides in electrification.  

In June 2022, a Robinson R44 helicopter fitted with magniX motors conducted a successful first electrically powered test flight at the Los Alamitos Army Airfield in California.  

Lilium Aerospace, which evolved after Lilium GmbH and Lilium eAircraft GmbH filed for insolvency at the end of last year, confirmed on February 21, 2025, that operations had stopped.  

“As the funding options to secure Lilium’s future have not materialized in time, Lilium Aerospace has filed for insolvency today”, a spokesperson for Lilium said.  

While the electric vehicle takeoff and landing (eVTOL) developer will continue to seek alternative funding sources the company did not hold out much hope. 

“While talks about alternative solutions are still ongoing, the chance for restructuring right now is highly unlikely and therefore operations will be stopped,” the spokesperson explained. 

After Lilium GmbH and Lilium eAircraft GmbH entered insolvency, hope emerged just before Christmas that a new consortium of investors had been found.  

Under the terms of an agreement, the consortium – Mobile Uplift Corporation – would acquire the assets of Lilium, giving the startup the funding it needs to resume operations. 

It was reported that €200 million in new funds would be invested in the company, but it appears that the financial lifeline fell away.  

“Giving the situation, this is deeply regretful for all employees and Lilium Aerospace thanks them for their resilience and dedication,” the Lilium spokesperson added. 

In a social media post, Lilium co-founder Dr. Patrick Nathan said the situation was “heartbreaking”.

“On a pure personal note, reflecting on the past events, I want to share one new key learning with my fellow founders: Never give away control of your own start-up. Never,” Nathan wrote. 

Following the Lilium Jet’s planned first flight in early 2025, the developer anticipated receiving pre-delivery payments and new investment to finance the company into 2026.

The company then expected that delivery would begin on its current order pipeline, consisting of firm orders, reservations, options and memorandums of understanding for more than 780 aircraft. 

Archer Aviation announced on February 18, 2025, that the eVTOL developer had received its Part 141 certificate from the FAA signifying that it is a formally recognized and regulated institution for pilot training. 

“With this certificate, Archer can now train and qualify pilots as part of its newly launched training academy, with plans to build a pipeline of pilots in preparation for its planned commercial air taxis services with its Midnight aircraft,” said an Archer Aviation spokesperson.  

Archer said it has now received the third certificate required by the FAA for it to launch eVTOL operations when its Midnight aircraft receives its Type Certification. 

The latest certificate follows Part 135 Air Carrier & Operator Certificate from the FAA in June 2024 and its Part 145 certification in February 2024.  

“Part 142 is the fourth and final certificate Archer will be pursuing—for which the application has already begun,” the company said.  

The FAA granted Archer its Part 141 certificate during a ceremony at Archer’s flight test facility in Salinas, California. 

At the ceremony, were Archer’s Chief Operating Officer of UAM, Tom Anderson, and Chief People Officer, Tosha Perkins, along with Thom Holden, Manager of the FAA’s San Jose Flight Standards District Office, and David Pease, an FAA Aviation Safety Inspector.

“Thanks to the hard work of the Archer team and the FAA, Archer now has its Part 141 certificate in hand—yet another step towards our commercial launch. I look forward to seeing the results of this effort in the form of talented pilots who can one day be at the controls of our Midnight aircraft,” said Anderson.  

The Archer COO added: “The FAA continues to be an invaluable partner as we work together toward the safe entry of air taxis into the national airspace.” 

The Midnight aircraft is being developed to carry four passengers with a pilot at speeds of up to 150 mph.  Archer is considered one of the leading eVTOL developers in the world and has recently been focusing on defense opportunities.  

On February 18, 2025, Volocopter and Jets Systems confirmed they had signed a long-term agreement which includes delivery of two VoloCity eVTOL aircraft once it is certified by the European Union Aviation Safety Authority (EASA). 

As an established licensed air service with 30 years of experience of transporting passengers by helicopter, Jet Systems brings to the table the infrastructure and know-how to support eVTOL operations in France. 

Jet Sytems will provide general airline services, including securing personnel (ground crew, pilots, and maintenance), while liaising with cities and infrastructure partners to secure operations.   

While Volocopter will contribute its expertise in product, maintenance, pilot training, and VoloIQ, a fleet management and operations system. 

Services are set to launch in Paris, where European and French authorities have an established and approved network of eVTOL flight routes and infrastructure, then extend to France’s southwest and southeast regions, where Jet System’s helicopter routes currently serve up to 15,000 passengers per year.   

“We are excited to partner with Jet Systems and secure eVTOL operations in Paris, where we have invested our efforts for many years. With 75% of our EASA audits completed, Volocopter is close to and committed to achieving VoloCity’s EASA certification as soon as possible to meet our customers’ expectations and cities’ commitments to bring sustainable mobilities into service,” said Andreas Fehring, Managing Director and Chief Operating Officer of Volocopter. 

In December 2024, Volocopter filed an application for the opening of insolvency proceedings in Germany and is currently in the process of looking for new financing to secure future development of its eVTOL aircraft.  

The new deal Jet systems will be seen as a vote of confidence in Volocopter’s ambitions and its potential to generate revenues in the future. 

“We are delighted to partner with Volocopter to offer safe, responsible, and environmentally friendly mobility solutions while minimizing the impact on local communities in Paris. Thanks to Volocopter’s expertise and its rigorously certified aircraft, users will be able to experience Paris from a new perspective and travel more efficiently,” said Michel Moulin, CEO of Jet Systems Hélicoptères Services. 

Moulin added: “The JSHS teams have joined forces with Volocopter to provide our customers with an innovative service tailored to their needs, driven by a shared goal: customer satisfaction and environmental preservation.” 

On February 18, 2025, the aviation alliance group co-chaired by the CEO of KLM Marjan Rintel published a letter setting out five policy interventions to unlock the potential of e-SAF technology. 

Project SkyPower believes that e-SAF, a sustainable aviation fuel produced from clean electricity, “could reinforce Europe’s energy security, strengthen its industrial base, and create 20,000 jobs by 2050”. 

“Project SkyPower brings together 15 high-profile CEOs from across the European aviation value chain on an urgent mission to scale e-SAF, to help strengthen EU industry, reduce emissions from aviation, and reduce dependence on fossil fuel imports to increase energy security. It calls on EU policy leaders to facilitate a more enabling policy environment to catalyze a wave of corporate action on e-SAF,” said a spokesperson for Project SkyPower. 

The five “urgency policy interventions” include:  

1. Make e-SAF a strategic priority in the Clean Industrial Deal and Sustainable Transport Investment Plan. 

2. Recycle Emissions Trading System (ETS) revenues to capitalize a market intermediary that provides revenue certainty for producers and mitigates price risk for offtakers. 

3. Establish a bridging mechanism in 2025 to support early adopters before the market intermediary is operational. 

4. Provide long-term regulatory certainty on mandates, production criteria, and penalties to de-risk investment. 

5. Mitigate project-on-project risk with a government-backed backstop mechanism. By implementing these measures, the EU can catalyze investment, scale e-SAF production, and ensure the success of ReFuelEU Aviation. 

Project SkyPower says that while around two million tons of e-SAF production capacity has been announced in Europe, no Final Investment Decisions (FIDs) have been reached.  

And less than 300 thousand tons of capacity is on track to be operational by 2030 – only half of what is required to meet the sub-mandate under ReFuelEU. 

With 30 large-scale e-SAF projects announced in the EU, project developers, technology licensors and EPC contractors are actively exploring collaborations to build these plants. 

The group highlights that e-SAF could realize 90% less greenhouse gas emissions over its lifecycle compared to fossil jet fuel and could abate 400 million tons of CO2 globally by 2050. 

“e-SAF is important in the transition away from fossil fuels in aviation. Through Project SkyPower, representatives all over the industry have thoroughly modelled the conditions required to overcome the barriers to scale this innovative fuel. As aviation industry leaders, we collectively agree that an enabling policy and funding framework is urgently required to kick-start production at scale,” said Rintel 

She added: “We call on EU policymakers to adopt these recommendations to support the aviation sector to reach its climate ambitions.” 

The 15 CEOs behind Project SkyPower include Anko van der Werff (President and CEO of SAS), Christian Scherer (CEO of Commercial Aircraft at Airbus) and Kenton Jarvis (incoming CEO at easyJet). 

You can read the full letter on the Project SkyPower website.  

On February 28, 2025, ZeroAvia confirmed that the company had completed the sale of its first standalone electric propulsion system with delivery to Jetcruzer scheduled for this Spring.  

Jetcruzer International is developing the Jetcruzer 500E, a six-seat hydrogen-electric aircraft, and further into the future the 1250E in 2030. 

ZeroAvia’s EPS system will be integrated into flight testing using a redesigned and rebuilt Jetcruzer 500 as a testbed for the new electric aircraft.   

Originally conceived in the 1990s as a cost-effective air transport solution, the Jetcruzer 500 achieved significant FAA certification milestones but never reached production.  

Jetcruzer International acquired the intellectual property in 2017 and has since been dedicated to advancing a new era of sustainable aviation. 

In September 2024, the first built Jetcruzer 500 began test flights powered by a Pratt & Whitney Canada PT6-66B engine. 

“It is exciting that our first sale of the 600kW EPS as a standalone unit will support a project with simultaneously a rich history and a bright future. Our commitment to deep vertical integration in development of our full powertrain technology is paying off as we have amassed a range of IP and a portfolio of valuable fuel cell and electric propulsion components that have a strong market in their own right,” said Sergey Kiselev, Chief Business Officer, ZeroAvia. 

According to ZeroAvia, the Jetcruzer 500E is set to become one of the first aircraft with a type certificate to successfully fly with an all-electric propulsion system. 

“Sustainable aviation is the future, and we are thrilled to take a leadership role in advancing this vision. The electrification of the Jetcruzer 500E represents a bold step forward in reducing carbon emissions while maintaining the high performance and efficiency our customers expect. Partnering with ZeroAvia, a proven leader in zero-emission propulsion technology, reinforces our commitment to pioneering clean aviation solutions,” said Victor Tao, CEO, JetCruzer International. 

He added: “We are excited to embark on this journey with ZeroAvia, a company that has demonstrated remarkable expertise in sustainable aviation technology. Their cutting-edge electric propulsion solutions align perfectly with our vision, and we look forward to working closely with them throughout this process.” 

ZeroAvia’s 600kW EPS has recently received an FAA G-1 issue paper outlining the basis of certification.   

The 600kW system was designed as part of ZeroAvia’s wider ZA600 hydrogen-electric powertrain, designed for up to 20 seat commercial aircraft.   

ZeroAvia has secured well in excess of 2,000 pre-orders for its full hydrogen-electric powertrains from commercial airlines   

According to this report, which quotes Eviation’s CEO André Stein, the project is not shutting down, but it had to take this measure to evaluate the right opportunities in the future. 

Eviation, founded in 2015 by Israeli entrepreneurs Omer Bar-Yohay, Omri Regev, and Aviv Tzidon, is a pioneer in the field of electric aviation.  

In this decade of development, Eviation has undergone several iterations of its original aircraft concept. In September 2022, a prototype of its Alice all-electric nine-seater aircraft flew for the first and, so far, only time. The aircraft took off from Grant County International Airport (MWH) in Moses Lake, Washington, and completed an eight-minute flight, during which it reached an altitude of 3,500 feet. 

Eviation has undergone several top management changes, as well. The latest of these took place in December 2023, when André Stein, until that moment CEO of Embraer’s eVTOL arm EVE Air Mobility, took the reins of the company. 

No further details about the financial situation of the company have been disclosed. 

Eviation is but the latest in a string of innovative aerospace startups facing serious financial difficulties in early 2025.  

German eVTOL developers Lilium and Volocopter have also had to file for insolvency. The latter is seeking new investors to recapitalize the business, while the former is, reportedly, facing liquidity issues despite a consortium of investors having stepped in with the promise to inject an additional €200 million into the troubled eVTOL project. 

Tropic Ocean Airways is a major seaplane airline based in Fort Lauderdale, Florida, and was founded in 2009 by a former US Navy fighter pilot, Rob Ceravolo. The carrier operates private charter services, scheduled flights, and yacht transfers throughout Florida, the Bahamas, and the Northeast US. The airline has a current fleet of 14 aircraft – a mix of wheeled and amphibious (seaplanes) Cessna 208 Grand Caravans which it operates with an FAA-certified two-pilot crew.

Founded by entrepreneurs Jude Augustine, Pranav Krishnamurthy, and Mark Lau,  Tidal Flight is developing its Polaris hybrid aircraft. According to the company, Polaris is a modern, clean-sheet, hybrid-electric seaplane that can carry 9 to 12 passengers with baggage and is capable of landing on both waterways and runways.

“Seaplanes present the opportunity to provide direct, low-infrastructure access to city centers, remote communities, and coastal destinations. Our aircraft brings a step-change reduction in operating costs and fuel burn to help bring that unique access to more people and more places with low to no emissions”, said Augustine, Co-Founder & CEO at Tidal Flight.

“We have been an industry leader in seaplane aviation, with one of North America’s biggest seaplane fleets, a rigorous safety standard instilled by my background as a US Navy pilot, and efforts to help grow seaplane aviation worldwide,” said Ceravolo, Founder and CEO of Tropical Ocean Airways. “Looking ahead to 2030, we want to be a leader in sustainable aircraft and in the adoption of next-generation technology, and this agreement with Tidal helps us do that”.

Tidal is aiming for Polaris to be as sustainable as possible for an aircraft of its size. The company claims Polaris will offer an 85% reduction in fuel burn on typical sector lengths compared to conventional aircraft, reducing corrosion-related maintenance, and bringing an approximate 20 decibel reduction in take-off noise, all while delivering high payload-range performance without expensive charge infrastructure at outstations.

With the capability to burn Sustainable Aviation Fuels (SAF) in the near term and the capability to outfit the Polaris airframe with a fully battery-electric or hydrogen-electric powertrain in the long term, Tidal claims that Polaris “offers a clear pathway to zero-emissions operation as technology and infrastructure improve.”

“Tidal’s quiet, comfortable, hybrid-electric aircraft helps us deliver on our sustainability goals while offering a superior product to our customers without compromising on range, payload, or cruise speed,” said Ceravolo about Tidal’s approach. “Polaris brings a legitimate improvement to our revenue generation capability and reduction in operating costs, rather than compromising on the business case to accommodate electrification.”  

“Tidal’s rapid execution of critical technical milestones like flying their 1/6-scale prototype and completing a towing tank test campaign gives us confidence that this team will deliver on their goals”, added Ceravolo.

To date, Tidal has received a total of eight LOIs from seaplane and commuter operators worldwide for its Polaris model, representing a potential order book value of around $650 million.

The European aircraft manufacturer reportedly informed part of its workforce on February 6, 2025, that it is pushing back the development timeframe of the ZEROe program for between five to 10 years past the original 2035 target date.  

This information was shared publicly by French trade union Force Ouvrière, which also stated that the budget allocated to the ZEROe program will be slashed by a quarter and plans to test hydrogen-fed fuel cell propulsion inflight using an A380 as a test bank have also been shelved. 

Airbus confirmed on February 7, 2025, that the ZEROe program would be delayed. However, it reaffirmed its commitment to continue developing a hydrogen-powered airliner. 

Even if the ZEROe program goes ahead in a reduced form, the decision is a setback for the incipient hydrogen aviation industry, given that Airbus was the largest aviation manufacturer to have committed to the development of this technology at scale. 

The ZEROe program aims to develop a family of three hydrogen powered airliners by 2035. These include a turboprop aircraft for under 100 passengers and two mid-sized airliner concepts for up to 200 passengers, one of them with a blended-wing-body configuration. 

While developing a clean-sheet aircraft with a novel propulsion technology is no small matter, in the case of hydrogen the task is complicated by the need to ensure there will be an adequate infrastructure capable of servicing the aircraft around the world and refueling them with adequate amounts of green hydrogen. 

In just the past few weeks, the UK-based electric vehicle takeoff and landing (eVTOL) developer has announced new investment of up to $50 million in new committed funding from Mudrick Capital Management and celebrated further incredible flight tests at its base at Cotswold Airport (GBA)

Stuart Simpson, CEO at Vertical Aerospace, said in December 2024, that the new layer of funding set the company up for its “biggest year yet” with “piloted testing progress and major technological developments all on the cards”.

And then on January 24, 2025, there was even more good news for Vertical Aerospace after the eVTOL developer sold 15 million shares and landed further funding worth $90 million to fund its research and development expenses.

Vertical Aerospace does not aspire to be the first eVTOL certified by an aviation regulator, but its steady, dedicated and thoughtful approach is clearly starting to bear fruit with investors willing to back the project when other companies over the last few months appear to have fallen away.

Within the western world, the UK-based Vertical Aerospace is one of leading eVTOL developers, matched only by its US competitors Archer Aviation and Joby Aviation.

Other major achievements in 2024 included launching phase two VX4 piloted test flights followed by carrying out thrustborne flight maneuvers and once the Civil Aviation Authority (CAA) expands its Permit to Fly, Vertical will move to Phase 3 — wingborne flight tests.

Backed by the UK government, partnered with global suppliers and now even a darling of the British media, the momentum behind Vertical Aerospace is growing stronger by the day.

So, when AeroTime was invited for a recent visit to Vertical Aerospace’s testing hub outside Bristol there was no chance on Earth that the opportunity was going to be missed.

From the UK capital London, the flight test hub is just over an hour away by train followed by a short drive to Cotswold Airport (GBA) where hydrogen-power trailblazer ZeroAvia is also based.

If the Vertical Aerospace team were looking for aviation inspiration, they need not look too far with two retired Boeing 747s parked only 100 meters away from its hanger.

On arrival at Cotswold Airport, it was windy and cold but the sight of the VX4 parked up outside the hanger soon put a stop to any grumbles about the British weather.

At both the Dubai Airshow in November 2023 and Farnborough Airshow in July 2024, a series of real size aircraft mock-ups were on display by Archer Aviation, Wisk Aero and Lilium but seeing a real life operating eVTOL in person really struck home.

After a safety briefing inside one of the portacabins dotted around the site, Simon Davies, Chief Test Pilot and Peter Scheidler, Head of Flight Test, led the way to meet the VX4 close up.

You are immediately struck by the size of the aircraft, which is designed to carry a single pilot and four passengers at speeds of 150mph up to 150 kilometres, and just how robust the VX4 is.

Vertical Aerospace and its team of engineers and mechanics are not messing about, and there is a sense while in the presence of the aircraft that you are witnessing the development of something that is truly pioneering.

Former military fast-jet test pilot Davies explained that the VX4’s production is a collaborative effort with Leonardo building the fuselage, Norco the wings and Honeywell the cockpit avionics.

“We have some really big hitters that give us the extra horsepower to make a professional aerospace aircraft. We have big aerospace names doing major structures and systems and then the two things we have kept in house are the propellers and the battery,” said Davies.

Davies, who also has experience flying helicopters, describes flying VX4 as “kind of strange” with a similar sensation to piloting a helicopter due to the hover movement but at the same time feeling “completely different”.

According to Davies, the eVTOL is “much, much easier than flying a helicopter” thanks to reduction in operating complexities allowing the pilot to focus on “rates, speeds and accelerations”.

“The stick and rudder skills are an order of magnitude less demanding than any traditional aircraft,” said Davies.

The Vertical Aerospace team at the Cotswold Airport base is made up of many nationalities with around 50% British born and then a mix of Italians, Canadians, Americans and Brazilians.

Skills and experience have been built from previous jobs at places such as Airbus, Leonardo, Rolls-Royce and Embraer. Peter Scheidler was also previously part of the Leonardo AW609 program.

During a short tea break in the staff room, it was particularly interesting to chat informally with some of those helping to lead the next aviation revolution.

It’s clear a strong alliance had been built among all the employees and perhaps another pivotal reason why Vertical Aerospace are proving so successful in its flight test period.

Unfortunately, circumstances arose that did not make it possible to see the VX4 fly. However, the team would be performing some tests that involved firing up the aircraft motors.

Safely positioned away from VX4, and with Chief Test Pilot Davies at the cockpit controls, the aircraft would perform a high-powered run in which the eight propellers would be set in motion.

During development of the aircraft these types of tests were used to simulate various tasks of the VX4 to validate the prototype’s safety in real-world scenarios.

After a series of warms ups, Davies finally demonstrated the awesome power that the aircraft wields with a high-powered tethered ground run, an exhilarating experience that will certainly not to be forgotten.

If the day had ended there, then there could have been no complaints, but there was more to come at Vertical Aerospace’s Vertical Energy Centre which is understood to be the “UK’s most advanced aerospace battery facility”.

The Vertical Energy Centre, which opened in Bristol in 2023, supports the design, test, manufacture and commercialisation of Vertical’s custom-made battery pack for the VX4 aircraft.

The facility draws on a workforce that have previously developed technology at renowned organizations such as McLaren, the European Space Agency, Jaguar Land Rover, Airbus, Rolls-Royce and Dyson.

Overseeing development is Ross Crawford, Vertical Aerospace’s Operations and Manufacturing Director, who previously worked at Jaguar Land Rover.

Commenting on the facility Crawford made the point that Vertical Aerospace is focused on long-term volume deliveries as the company is “not going to be building one of these batteries or 10 of them, we going to be building a significant quantity of them in serious production”.

#VerticalAerospace pic.twitter.com/eHu8VHHval

— Ian Molyneaux (@Ian_Molyneaux_) February 6, 2025

The team at the Vertical Energy Centre are performing critical tests to monitor how the battery cells respond to multiple conditions such as thermal propagation.

According to Vertical Aerospace, it is developing the aircraft battery in-house so it can match the unique requirements of the VX4.

“To own the design, to own the performance and earn the repeatable high-quality production, you’ve got to control it,” explained Crawford.

In one area of the facility environmental chambers are being used to test groups of battery cells while undergoing condition testing.

In one chamber there are 32 individual cell test channels where each one is subjected to a test cycle in which the temperature is monitored and the results used for future modelling.

“Every cell is put through a particular cycle so it can follow a mission profile, such as a very high discharge during take-off and landing, and we can then change that test profile,” said Crawford.

In 2022, Vertical announced a strategic partnership with Molicel, which combines the eVTOL developer’s proprietary battery pack design with Molicel’s cell technology.

The ENGINeUS 100 electric motor is capable of powering small regional transport aircraft with up to 19 passengers, with the potential to usher in a new era of commercial air mobility. 

It is the first time that an electric motor of its size and capability has been approved by EASA, requiring 1,500 hours of certification tests and more than 100 flight hours on an aircraft in real-world conditions. 

“We have just witnessed a key moment in the history of aviation,” said Bruno Bellanger, CEO of Safran Electrical & Power, on February 2, 2025. “By obtaining certification for the ENGINeUS 100 electric motor, Safran Electrical & Power has achieved a world first. For Safran Electrical & Power and its institutional partners, this event represents an immense source of pride.” 

In 2020, EASA certified the electric powered two-seater aircraft Pipistrel Velis Electro, along with its E-811-268MVLC engine, and was approved as a CS-LSA category aircraft or ‘Light Sport Aeroplane’.

However, Safran was awarded the first type certificate for an engine that complies with Special Condition SC E-19, the world’s first Special Condition for electric and/or hybrid propulsion systems.

The ENGINeUS has been developed to power small two to four passenger aircraft, hybrid-electric propulsion for 19-passenger small regional transport aircraft and future generations of commercial aircraft engines, capable of carrying 150 passengers. 

“The electric ENGINeUS 100 series is starting with the B1 model now certified, initially planned for installation on a two-seater aircraft. The aim is to extend the series to a greater power range (from 89 KW to 180 KW), a baseline to allow for wider application in up to 19-seater aircraft,” said EASA.

Safran Electrical & Power is preparing to mass-produce the ENGINeUS range with the creation of four semi-automated production lines in 2026 in Niort (France) and Pitstone (UK), enabling production of more than 1,000 electric motors per year, with capacity to increase production. 

According to Safran, the new motor can be “easily integrated into all propulsion architectures, thanks to its compactness, lightness and its air-cooling system and delivers maximum power of 125 kW, with an unrivalled weight-to-power ratio of 5 kW/kg”. 

Future flight companies that have already opted for Safran’s ENGINeUS motor range or GENeUS motor-generators include AURA AERO, Bye Aerospace, CAE, Diamond Aircraft, Electra, TCab Tech and VoltAero.   

“This was a fascinating project for EASA, and the first test of our Special Condition designed for the certification of hybrid and all-electric propulsion,” said Rachel Daeschler, EASA Certification Director. “EASA is fully committed to support the development and certification of propulsion technologies aimed at decarbonizing aviation. We congratulate Safran for this key achievement, which is paving the way for electrification of aviation, for small airplanes and beyond.” 

The aerospace giant’s involvement represents an important endorsement for the young company, which also counts low-cost carrier Norwegian among its key investors. 

The Power-to-Liquids (PtL) pathway embraced by Norsk e-Fuel is a multi-stage process through which renewable energy (mostly hydropower in this case) and water are used to make green hydrogen which then is combined with recycled CO2 in order to produce a drop-in aviation fuel. 

Although still a unmature technology with costs relatively higher than other SAF pathways, synthetic e-fuels, such as the ones produced through the Power-to-Liquids technology being developed by Norsk e-Fuel, have the potential to reduce lifecycle carbon emissions of air travel by 90% or more.  

This abatement potential and the fact that its production is, in theory, not limited by limited amounts of feedstock, has led the European Union to place high expectations on the development of synthetic aviation fuels. 

In this regard, the “ReFuelEU Aviation” initiative, which is part of the “Fit for 55” package of emissions-reducing measures, has set minimum thresholds of e-fuel usage as part of the broader SAF uptake mandates. By 2030, e-fuels will have to account for at least 0.7% of total aviation fuel consumption. This figure will then be increased progressively until it reaches about 35% of SAF usage by 2050. 

At the moment, Norsk e-Fuel is evaluating three potential SAF plant emplacements in Norway and Finland, with the potential to produce up to 250 million liters of e-fuels per year, 80% of which would be destined for the aviation market. 

The Microliner, a conventional takeoff and landing aircraft designed to carry nine passengers over distances of up to 500km, is expected to be ready to enter service by the end of the decade.  

Vaeridion was founded in Munich by Dutch aerospace engineer and Airbus veteran Ivor van Dartel with the goal of electrifying regional air mobility. 

The new funding round has been led by World Fund with participation from of other investors such as Vsquared Ventures, Project A, Sterling Concorde, Schwarz Holding and InnovationQuarter. 

The additional funds add to a previous €3.4 million seed round and, together with financing secured through government support programs, takes the total amount raised to date by Vaeridion above the €18 million mark. 

In November 2024, Vaeridion became the first general aviation company to successfully complete a Pre-Application Contract (PAC) with the European Union Aviation Safety Agency (EASA). This program enables aerospace startups to engage with the European aviation regulator from an early stage to clarify the certification requirements and de-risk the development risks of their projects. 

The deal, which was announced on December 16, 2024, will see Elfly Group acquiring three units of the pioneering B23 Energic battery-electric aircraft (with options for two more units later on). 

The ultimate goal of Elfly Group is to launch a battery-powered seaplane called “Noemi” towards the end of the decade. However, in the meantime and after this agreement, the Norwegian startup, led by former software entrepreneur Eric Lithun, will also become the exclusive distributor of the B23 Energic in Norway, Sweden, and Denmark. 

The B23 Energic which is expected to become the first fully electric aircraft to receive EASA’s CS-23 certification for utility, aerobatic and commuter aircraft. It is the result of the collaboration between BRM Aero, a Czech manufacturer of light aircraft, and H55, which produces the electric powertrain and some of the related systems. The aircraft has an endurance of 60 minutes plus reserves, which makes it suitable for flight training schools where the typical mission rarely exceeds this timeframe before returning to base. 

In the spring of 2024, H55 began taking orders for the B23 Energic, with the first deliveries expected to take place in 2026. 

Before that, in early 2025, H55 and Elfly will embark on a demonstration tour in order to showcase the B23 Energic to flight schools across Scandinavia. During this tour, pilots will be able to test fly the aircraft and better understand its capabilities. 

H55, which is based in Sion, Switzerland, is the brainchild of Borschberg, who, in 2016, completed the circumnavigation of the globe in a solar-powered aircraft called Solar Impulse together with renowned Swiss aviator, Bertrand Piccard. 

Eve Air Mobility, a subsidiary of Brazilian planemaker Embraer, confirmed on December 4, 2024, that a Letter of Intent (LOI) had been signed with the US-based helicopter operator. 

The agreement, which also includes service support and Vector, Eve’s urban air traffic management (ATM) software, was revealed at Revolution.Aero Advanced Air Mobility (AAM) conference in San Francisco which runs for two days until December 5, 2024. 

“We appreciate Helicopters Inc.’s confidence in Eve by purchasing up to 50 of our eVTOL aircraft,” Megha Bhatia, Chief Commercial Officer, Eve Air Mobility, said. “Helicopters Inc. is a recognized leader, safely operating aircraft in more than 30 metropolitan areas throughout the U.S., and we are excited to add such a credible vertical lift operator to our list of customers. We look forward to working with them on deploying our all-electric eVTOL aircraft as part of their extensive U.S. operation.” 

According to Eve, it first worked with Helicopters Inc. in 2022 to replicate future eVTOL operations with a special flight from the Vertiport Chicago facility to two helistops located northwest and southwest of Chicago. 

“Eve Air Mobility’s maturity and reliability, backed by Embraer, one of the world’s largest manufacturers of commercial aircraft, was a key factor in our decision to select Eve for our future eVTOL aircraft,” said Tom Wagner, President of Helicopters Inc. “The eVTOL aircraft will provide numerous advantages including competitive cost of operation, fewer parts and optimized structures and systems, not to mention a lower noise footprint and environmental benefits.” 

Eve and Helicopters Inc. will further work together in refining potential launch cities in target markets, aircraft maintenance and servicing requirements. 

Eve is seen as one of the leading eVTOL aircraft developers and appears to have the necessary investment to see the company through the development phase.  

On October 30, 2024, Eve announced that it has secured a $50 million loan from Citibank which expanded its liquidity position to around $480 million.    

Eve has letters of intent for nearly 3,000 eVTOL including with customers on nearly every continent and unveiled its first full-scale prototype at the Farnborough Air Show in July 2024.  

The eVTOL aircraft prototype uses eight propellers for vertical flight and fixed wings for cruising, without moving any parts during flight.  

It also features an electric pusher with two electric motors for extra reliability. This design is supposed to deliver top performance, safety, reliability, and low operating costs. 

Under the terms of the contract, which was announced during Aviation Carbon 2024, which is taking place at London-Heathrow (LHR) from November 25 to 26, 2024, IAG will pay a set price for this SAF over a 10-year period. 

While the volume involved in the contract has not yet been revealed, Jonathon Counsell, IAG’s Group head of Sustainability, qualified it as “significant”. 

e-SAF is synthetic aviation fuel produced from waste CO2, water, and renewable energy, of which there is plenty in West Texas, United States, where Infinium’s Project Roadrunner facility is located. The production site is being developed at a brownfield site in West Texas and will be the largest e-SAF plant in the world once it is at full capacity.  

Since IAG must comply with both European Union (EU) and United Kingdom (UK) SAF mandates, which specify that the fuel must be delivered to airports located within their respective jurisdictions, e-SAF from Infinium’s plant will be shipped from Texas to Europe for use by all five of IAG’s airlines (British Airways, Iberia, Vueling, Aer Lingus and LEVEL). 

This is IAG’s second commercial deal with an e-SAF developer, but is likely not to be the last. The first was signed in February 2024 with Twelve, another US-based e-fuels startup. 

Jonathon Counsell, IAG’s Group Head of Sustainability, confirmed that, while the company is on track to fulfill its goal of 10% SAF use by 2030, it will continue to scout the market for additional potential e-SAF procurement deals. 

Here is what he told AeroTime about this deal:

The terms of the investment will see a commitment to $50 million of funding from shareholder Mudrick Capital made up of $25 million in upfront funding, plus an additional $25 million backstop that will be reduced by any amounts raised from third parties. Meanwhile, there is also an option for Stephen Fitzpatrick to invest a further $25 million on the same terms.

In other transactions, Vertical will undergo a strengthening of its balance sheet to the value of approximately $130 million through the issuing of convertible notes, 50% of which will be converted into equity at $2.75 per share, substantially reducing Vertical’s debt and significantly deleveraging the company’s balance sheet, enhancing its financial position. According to the company, there will be greater certainty for future investors through the fixing of the conversion price for the remaining outstanding convertible notes at $3.50 per share, while remaining loan repayment dates have been extended to December 2028 which should see the company through the certification program of its VX4 electric aircraft.

Other news reported by the firm on November 24. 2024, said that there will be a renewed commitment to the UK, with Vertical continuing to operate from its UK headquarters, maintaining its brand identity and focus on innovation. Also as part of the agreement, Vertical Aerospace’s founder, Stephen Fitzpatrick, will remain on the board, continuing to provide strategic direction as the company progresses through its certification program.

“It is great to be able to announce this new funding today,” said Stephen Fitzpatrick, Founder of Vertical Aerospace. “We have been working hard to find a way to support the company in the short term but also set us up for long-term success. The additional equity and stronger balance sheet will enable us to fund the next phase of our development program and deliver on our mission to bring our amazing electric aircraft to the skies.” 

“This comprehensive deal, alongside the recent piloted flight campaign and launch of the Flightpath 2030 strategy, means Vertical is positioned to be a winner in one of the 21st century’s most exciting technologies.  The UK has been at the forefront of the aerospace industry for the last hundred years. Aviation is one of the hardest sectors to decarbonize but ambitious British companies like Vertical are leading the world in pioneering zero emissions electric aircraft,” Fitzpatrick added.

Jason Mudrick, Founder and Chief Investment Officer at Mudrick Capital said, “This agreement underscores our appreciation of Vertical Aerospace’s position in the eVTOL sector and a team that has demonstrated its ability to deliver groundbreaking solutions for the future of sustainable aviation. By committing up to $50 million to the business and converting substantial debt into equity, we’re supporting a company, its leadership team and its partners, as Vertical brings the safest and most versatile aircraft to market.”

“This funding agreement underscores the strong confidence of our investors in our Flightpath 2030 Strategy and our ambition to lead the global eVTOL market,” added Stuart Simpson, CEO of Vertical Aerospace. By addressing our more immediate capital needs and positioning us well to secure funding for the long-term, we can focus on advancing our piloted flight test program and bringing the VX4 to market.”

Vertical’s piloted flight test program is progressing toward certification, recently achieving untethered, piloted flight in its Phase 2 of testing. The company is now working with the UK Civil Aviation Authority to secure permits to move into Phase 3 which will include wingborne flight tests – a critical step toward certification.

Vertical’s VX4 is a piloted, four-passenger, Electric Vertical Take-Off and Landing (eVTOL) aircraft, with zero operating emissions. Vertical is partnering with leading aerospace companies, including GKN, Honeywell, and Leonardo, to develop its own proprietary battery and propeller technology to develop its VX4 eVTOL aircraft. Vertical has already achieved around 1,500 pre-orders of the VX4, with customers spread across four continents, including American Airlines, Japan Airlines, GOL, and Bristow.

First launched at COP28 hosted in the UAE, the Move to -15°C coalition aims to redefine frozen food temperature standards and reduce energy consumption in the frozen food supply chain. The working hypothesis suggests that a 3°C change in temperature could make a significant environmental impact with no compromise on food quality and safety.  

The Move to -15°C coalition was established in 2023, following the launch of the Three Degrees of Change report, an academic paper supported by global logistics firm, DP World, and delivered by experts from the Paris-based International Institute of Refrigeration, the University of Birmingham, and London South Bank University, among others.  

By bringing together cross-industry partners, the coalition aims to explore the real-world implementation of this research through data sharing, suggested operational revisions, collaborating with members and stakeholders, as well as engaging with policymakers and regulators to educate and advocate. As the first airline to join the global coalition, Emirates intends to use expertise within its Emirates SkyCargo division to “help reimagine the future of the frozen foods supply chain”.  

Perishables represent Emirates SkyCargo’s largest business unit by tonnage, with 900 to 1,000 tons of fresh food traveling around the world on Emirates flights each day. While frozen foods may represent only a small percentage of total goods carried, the airline has developed “a unique cool chain infrastructure, has employed proprietary innovations, and established strong working relationships across the supply chain that would provide key insight when reimagining the frozen food supply chain,” says the carrier.   

“We have long been leaders in the movement of perishable food, connecting the global agricultural community with their customers across the globe and delivering freshness you can taste,” said Dennis Lister, Senior Vice President of Product and Innovation at Emirates SkyCargo. “The Move to -15°C coalition is a future-looking concept, bringing together like-minded partners to evolve the industry in line with current advancements in technology, equipment, facilities, packaging, and more. We are excited to offer our insight and expertise to help shape the next phase of food logistics while driving meaningful environmental impact.”  

Thomas Eskesen, Chairman of the Move to -15°C Coalition, added: “We are excited to welcome Emirates to our Coalition. The airline industry plays a vital role in the global cold chain, and having a leading airline like Emirates on board represents a key step forward for us.”  

”Ambitious climate action across the complex frozen food supply chain – which includes food production, ports, shipping, road, rail and air freight, cold storage, and retail, can only happen through cross-sector collaboration. By joining the Coalition, Emirates is demonstrating that change is possible through industries joining forces,” Eskesen said. 

Sustainability objectives 

In a statement issued by the airline, Emirates said it is “focused on sustainable and environmental initiatives that drive impact, both in its own operations and across the industry. Recognizing that no one entity can achieve far-reaching results alone, a key part of the airline’s strategy is to find solutions to the biggest challenges in partnership with the wider industry.”  

In addition to the Move to -15°C coalition, Emirates is also an industrial partner of Aviation Impact Accelerator (AIA) which received the first disbursement from the airline’s $200 million Sustainability Fund, dedicated to research and development projects focussed on reducing the impact of fossil fuels in commercial aviation.  

Additionally, pursuant to its sustainability objectives, Emirates is also a partner in The Solent Cluster based in the UK, a cross-sector collaboration aimed at reducing CO2 emissions and producing low-carbon fuels. 

This event, which will be attended by AeroTime, aims to bring together many of the thought leaders in the aviation sustainability space. To this end, over the course of two days participants will network and discuss the different technologies and policies which are currently being designed, and in some cases implemented. 

“The Sustainable Aero Festival will be about honest insights into the future of flight, new personal contacts with industry changemakers, and inspiration on how the future of aviation will look.” explained to AeroTime Lukas Kastener, co-founder and Chief Commercial Officer (CCO) of Sustainable Aero Lab.

Among the attendees will be C-level representatives of companies and organizations such as Embraer, KLM and RTX, plus EU Clean Aviation, the EU’s body supporting the industry’s decarbonization. 

Since Hamburg-based Sustainable Aero Lab is primarily a startup accelerator, the Sustainable Aero Festival is clearly geared towards connecting startups working on sustainable aviation projects with venture capital and the broader investment community.  

Not for nothing, then, will early-stage investors in clean energy technologies such as JetBlue Ventures, the investment arm of the eponymous US airline, and Breakthrough Energy, a venture capital firm which is backed by Bill Gates, also have a prominent presence in Amsterdam. 

AeroTime is a media partner of Sustainable Aero Festival and will be reporting from the event.

The initiative is part of research conducted by the US space agency under its Advanced Air Vehicles Program. The aim is to develop key technologies for a new generation of sustainable airliners expected to enter service by the middle of the century. 

Electra’s Chief Engineer for Research and Future Concepts, Dr. Alejandra Uranga, will lead the collaborative project, which will also involve several major players in the field of aerospace research. This includes American Airlines, Honeywell Aerospace Technologies, Lockheed Martin, the Massachusetts Institute of Technology (MIT) Laboratory for Aviation and the Environment and the University of Michigan Department of Aerospace Engineering. 

The announcement comes as Electra is preparing to publicly unveil its first production aircraft. Since November 2023, the startup has been test flying a two-seater hybrid-electric demonstrator called Goldfinch, which will serve as the basis for its nine-seater passenger aircraft. 

VoltAero plans to produce its Cassio family of electric-hybrid aircraft at this 2,400 square-meter factory, which is located at Rochefort-Charente-Maritime Airport (RCO) on France’s western coast. 

The final assembly line will have the capacity to build up to 150 Cassio aircraft when fully operational, although the French firm had not ruled out the possibility opening additional production facilities if demand in certain markets makes it feasible. 

The Cassio aircraft, which is yet to be certified, is being developed in three versions of different sizes, each named after the power deployed by its electric propulsion system.  

The smallest, which will also be the first to be launched, is the five-seater Cassio 330, with a 330-kilowatt power train. This will be followed by the six-seater Cassio 480, producing up to 480 kilowatts, and the 12-seater, 600-kilowatt Cassio 600. 

While propulsion will be electric during take–off, taxiing, landing and flights of up to 150 kilometers in length, a Kawasaki Motors conventional fuel-powered engine will act as a range extender and back-up. 

Archer Aviation announced on November 7, 2024, that a deal had been struck with Soracle, a newly formed joint venture between Japan Airlines and Sumitomo Corporation, to bring advanced air mobility (AAM) services to the heart of Japan. 

Soracle selected Archer’s Midnight aircraft to launch its future AAM operations in Japan and agreed to an intended purchase of up to 100 eVTOLs in a deal potentially worth $500 million.  

The Archer and Soracle agreement includes “pre-delivery payments based on certain milestones in advance of aircraft delivery”. 

Soracle plans to establish eVTOL networks in Japanese cities where existing ground transportation infrastructure is constrained by traffic or geographic barriers. 

As well as international and domestic city visitors, Soracle wants the AAM networks to appeal to local residents as an alternate way to travel.   

Tokyo, Osaka, Nagoya, Hokkaido, Setouchi and Okinawa are all seen as places where eVTOL route networks could potentially be located.  

“Japan is widely respected for its forward thinking approach to transportation and this investment into advanced air mobility is yet another example of that,” said Andrew Cummins, Senior Director of Business Development at Archer. “We’re proud to stand with Soracle ahead of this new era of flight—together, we are committed to bringing an innovative, sustainable and convenient transportation alternative to the country.” 

Archer and Soracle will work closely with the Japanese Civil Aviation Bureau (JCAB) to obtain the necessary permissions and certifications.  

Archer and JCAB have already begun discussions and the eVTOL developer intends to formally apply for concurrent type certificate validation from the Japanese regulator soon. 

“Through the operation of eVTOL aircraft, Soracle aims to enrich lives and society by creating more accessible air transportation services in Japan. We will provide safe and reliable services to passengers by making the most of the wealth of knowledge we have accumulated at Japan Airlines and Sumitomo Corporation,” said Yukihiro Ota, CEO at Soracle. “Today’s announcement is a first step towards making the future we envision a reality.” 

To “build public support, demonstrate the future of aviation and accelerate stakeholder’s engagement”, Archer and Soracle plan to conduct a public flight demonstration at World Expo 2025. 

Archer’s Midnight is a piloted, four-passenger aircraft designed to perform rapid back-to-back flights with minimal charge time between flights. Archer is currently working towards achieving its type certification. 

Soracle was launched in June 2024 and aims to “revolutionize mobility in Japan by providing sustainable and efficient air transportation solutions with eVTOL services”. 

The landmark occasion was announced on November 6, 2024, by Airbus Helicopters’ CEO Bruno Even.   

“I’m happy to share that the #CityAirbus NextGen flight test campaign in Donauwörth, Germany has started with a first lift-off. A big thank you to all our teams who have contributed to this important step in the marathon that is Advanced Air Mobility (AAM),” said Even on social media.  

The CityAirbus NextGen eVTOL prototype’s successful first lift-off was also confirmed by Airbus alongside a “snapshot” of the yellow aircraft hovering in the air.  

The last big announcement about CityAirbus NextGen eVTOL aircraft came in March 2024, when Airbus announced the opening of the new test center in Donauwörth. 

A series of photos of the CityAirbus NextGen prototype were also released and a video showcasing the craftmanship and design. 

The two-ton class CityAirbus, with a wingspan of approximately 12 meters, is being developed to fly with an 80-kilometer range and to reach a cruise speed of 120 kilometers (75 miles) per hour.    

Airbus previously said that the design is “perfectly suited for operations in major cities for a variety of missions”.    

Meet our #CityAirbus NextGen, our all-electric, four-seat #eVTOL prototype. Based on a lift and cruise concept, it boasts an 80-km operational range and a cruise speed of 120 km/h – making it perfectly suited to a variety of flight operations in our cities and communities. pic.twitter.com/DmKxiAj56s

— Airbus Helicopters (@AirbusHeli) March 7, 2024

It is understood that CityAirbus NextGen will go to market in the second half of the decade, but Airbus was “not in a rush” and has little interest in being the first eVTOL available.   

The Donauwörth center is a part of the company’s ongoing and long-term investment in Advanced Air Mobility (AAM).  

On November 4, 2024, the parties revealed that they had concluded a short series of five emission and contrail measurement flights using Deutsche Aircraft’s D328 UpLift research aircraft using a fully synthetic fuel. This series of flights has demonstrated the feasibility and practicality of the use of future SAF produced using Power-to-Liquid (PtL) technology and, according to a joint statement issued by the partners, the achievement marks “a new milestone in the 40 years of collaboration between the two companies.”  

With the series of test flights completed, the partners will now proceed with work to get Deutsche Aircraft’s next-generation 40-seater D328eco powered by Pratt & Whitney Canada PW127XT-S engines certified. Planned to use 100% SAF from day one in commercial service, the new regional turboprop is currently scheduled to enter service with carriers sometime in 2027.  

The test flights using the synthetic fuel were conducted as part of the UpLift-CLIM0ART project in collaboration with the German Aerospace Center (DLR). The project aimed to demonstrate the ability of the D328 UpLift, powered by Pratt & Whitney Canada’s PW119B engines, to deliver the same performance and efficiency as when utilizing conventional kerosene fuel.  

Due to having the exact same chemical and technical properties, the Fischer-Tropsch synthetic paraffinic kerosene (FT-SPK) used during the test flights as part of the project, served as a proxy for future PtL SAF. These will be produced using water, carbon dioxide, and renewable energy in the future.  

“PtL is expected to be a key production pathway to meet future demand for SAF and help meet ICAO’s Long Term Ambitious Goal of net-zero CO2 emission by 2050, as well as reduce non-CO2 emissions due to enabling low to zero aromatic and sulfur content,” added a Deutsche Aircraft statement. 

“This test flight is a testament to our shared commitment to enabling more sustainable aviation through the development of more efficient aircraft and enabling alternative fuels,” said Dave Jackson, CEO of Deutsche Aircraft. “To achieve our industry goals, we must enhance collaboration in research and technology while securing strong support from government and energy providers to scale up Sustainable Aviation Fuel (SAF) and Power-to-Liquid (PtL) production.” 

“The successful test flight of the D328 UpLift is a major achievement towards our goal of ensuring that the D328eco is ready to operate with future 100% SAF specifications from the EIS stage,” said Nico Neumann, COO of Deutsche Aircraft. “This new capability, along with the overall performance and efficiency of the D328eco and its PW127XT-S engines, will establish new benchmarks in regional aviation. Additionally, the insights gained from D328 UpLift’s test flights using synthetic fuel without aromatics will support the overall effort to reduce the environmental footprint of the aviation industry.” 

“The development of the PW127XT-S for the next generation Deutsche Aircraft D328eco reflects our shared goal of changing the standards of efficiency and sustainability in the aviation industry and continues our 40-year-long collaborative relationship,” said Maria Della Posta, President of Pratt & Whitney Canada. “Our PW127XT engine series delivers unrivaled performance in terms of fuel burn, emissions, and operating economics, and will further drive sustainability by operating with more sustainable aviation fuels, including future specifications for 100% SAF.” 

More about the engine 

According to Pratt & Whitney Canada, its PW127XT powerplant is “the most advanced member of the PW100 engine series, which has powered regional turboprop aircraft for forty years and accumulated more than 220 million flight hours.” 

Launched in 2021, PW127XT engines offer over 3% better fuel efficiency, 40% improved time on and wing, and 20% reduced maintenance costs, states the company. Currently, all Pratt & Whitney Canada engines are certified to operate with SAF blended up to 50% with conventional Jet A/A1 kerosene fuel and the company is continuing to support industry efforts to develop future specifications for 100% SAF, the engine manufacturer says.  

‍ 

The investment is being channeled through the Deeptech 2030 fund, which operates under the umbrella of the “France 2030” initiative. This is a French government project that aims to channel hundreds of millions of euros to support the country’s technology startup ecosystem.   

Toulouse-based Beyond Aero, which went through Silicon Valley’s renowned Y Combinator startup incubator program, is developing a hydrogen powered business aircraft capable of carrying six to eight passengers over distances of up to 800 nautical miles. 

The startup is currently developing its own hydrogen fuel cell technology and has recently invested in a state-of-the-art hydrogen propulsion lab where it intends to research, build and test its powertrain prototypes. 

In February 2024, Beyond Aero completed the first hydrogen-powered flight to take place in France by using a two-seater light aircraft specially retrofitted with one of the firm’s hydrogen-electric powertrains. 

The additional funds secured in the successful Series A funding round brings the total raised by Beyond Aero to €44 million. So far, the French startup has racked up 108 pre-orders, with a combined worth of nearly €1 billion.  

The announcement came on October 24, 2024, in a SEC filing in which the parent company Lilium N.V. spelled out the dire situation for its units Lilium GmbH and Lilium eAircraft GmbH.  

Lilium declared that fundraising efforts had failed after the German government refused to approve a loan from state-owned development bank KfW for €100 million ($108 million). 

“Our plan was to obtain shareholder investment in a new funding round anchored by a German government-backed loan of €100 million,” Lilium CEO Klaus Roewe said. “We had already conditionally secured additional private capital to complement the KfW loan.”

German government support of the KfW loan was a closing condition to already committed private funding and without this support Lilium was left with no alternative but to cause the principal German subsidiaries to file for self-administration. 

Lilium also failed to reach an agreement for at least €50 million with the Free State of Bavaria, according to the SEC filing. 

In a statement, Lilium said that it was also in advanced discussions regarding a French government guarantee of a €219 million ($237 million) loan to finance a battery factory and assembly line in the Southwest of France, but it seems that this did not bear fruit either.  

Lilium GmbH and Lilium eAircraft GmbH have “determined that they are overindebted and are or will become unable to pay their existing liabilities due within the next few days”. 

Lilium N.V is now reviewing whether there are grounds for its own insolvency.  

Self-administration proceedings typically aim to preserve and continue the business that is in financial distress.  

The self-administration procedure is also used to initiate a new investor process, “aimed at creating the maximum outcome for the creditors of the debtor”. 

Roewe said: “While there is no guarantee for success in insolvency proceedings, we hope that the Lilium Jet will get a chance for a fresh start after the self-administration process is completed.” 

Other eVTOL developers have received grants and loans from the countries where they are based, such as the United States, France, China, Brazil and the UK. 

German government support was seen by Lilium investors as critical in order to retain market confidence and potential future investment. 

Following the Lilium Jet’s planned first flight in early 2025, the developer anticipated receiving pre-delivery payments and new investment to finance the company into 2026. The company then expected that delivery would begin on its current order pipeline, consisting of firm orders, reservations, options and memorandums of understanding for more than 780 aircraft. 

According to a statement issued by KLM, SkyTeam’s Aviation Challenge “is inspired by the historic World’s Greatest Air Race, which ran from London to Melbourne in 1934. The race aimed to make the world more accessible and connect people. Today, the challenges for aviation are no longer in bridging distances but in making operations more sustainable. SkyTeam challenges the participating airlines to conduct regular, commercial flights with as little environmental impact as possible.”

The flight used for the Challenge flight was KL835 which departed Amsterdam-Schiphol Airport (AMS) at 21:12 local time on October 22, 2024, and arrived at Singapore-Changi Airport (SIN) at 16:04 on October 23, 2024. The flight was operated by one of the carrier’s 16-strong fleet of Boeing 777-300ERs (registered PH-BVV).      

According to an airline statement issued after the flight, KLM said it “acknowledges its impact on the environment and climate and sees that there are limits to what our planet can handle. Action is needed to operate within these limits. By testing various innovations during flight operations and on board, KLM evaluates their outcomes with the goal of scaling them up and implementing them as standard practices.”

Both during preparation and during the flight itself, KLM tested various sustainability initiatives. Concerning air cargo transport, KLM hopes to eventually replace all metal cargo containers and pallets with lightweight cardboard alternatives. This change, says the carrier, could save 150kg of material per flight needed for cargo transport. KLM hopes to save nearly 0.05% CO2 (6 kilotons) annually through this measure.

Additionally, for the special flight, as many electric ground processes as possible were used, and the aircraft was towed to the runway before taking off from Amsterdam, saving 400 kg of fuel. The process involving towing the aircraft to the active runway means that the aircraft engines can be started later burning less fuel.

Equally, the optimization of weight loading and distribution can also help reduce fuel consumption and CO2 emissions. According to KLM, “By distributing the weight on board as optimally as possible, a small lift under the nose is created, resulting in less air resistance and thus a more efficient flight.”

In the passenger cabin on the flight to Singapore, those traveling in the airline’s World Business Class cabin were asked to pre-order their meals. This process helped KLM to load exactly the amount of food needed for the flight on board, reducing food waste and overall fuel burn.

Passengers in all cabins were encouraged to pack lightly to reduce weight and were asked not to print paper boarding passes. This process involving promoting the use of e-boarding cards has led to an 84% reduction in printed boarding passes since May 2024, says the carrier.

Onboard initiatives

During the flight, lighter tableware was used in World Business Class, which saves around 5 kg per flight and results in an annual saving of 150 tons of CO2 emissions across the entire KLM fleet. Additionally, World Business Class passengers received a lighter 3D-printed KLM house instead of the regular porcelain KLM houses which are traditionally gifted to the airline’s business class passengers.

Elsewhere during the service, passengers could purchase alternative fuel (SAF) credits onboard the flight. While the SAF purchased was not used specifically on the flight to Singapore, it will be used by KLM for flights in the future. Lastly, the cabin crew wore a new uniform made from more sustainable fabric from recycled PET and with more stretch, which was said by KLM to provide more comfort while working on board.

At 2024 NBAA-BACE in Las Vegas on October 22, 2024, the FAA Administrator Mike Whitaker announced the introduction of the ‘powered-lift’ category, thus paving the way for the qualifications and training that instructors and pilots must hold in order to fly eVTOL aircraft.  

The FAA said that the powered-lift aircraft ‘final rule’ is the last “piece in the puzzle for safely introducing these aircraft in the near term”. 

Powered-lift aircraft, which includes air taxis, cargo delivery and a variety of operations within urban and rural areas, represents the first completely new category of civil aircraft since helicopters were introduced back in the 1940s. 

“The FAA will continue to prioritize the safety of our system as we work to seamlessly integrate innovative technology and operations. This final rule provides the necessary framework to allow powered lift aircraft to safely operate in our airspace,” said FAA Administrator Mike Whitaker. “Powered lift aircraft are the first new category of aircraft in nearly 80 years and this historic rule will pave the way for accommodating wide-scale Advanced Air Mobility (AAM) operations in the future.”   

The FAA initially considered that eVTOL aircraft might follow the framework of existing aircraft regulations, but it has been concluded that an entirely new category would be required. 

Ultimately, it was decided that new pilot training and qualifications were needed for a unique aircraft, one that can take off and land vertically like a helicopter and fly like a plane during cruise flight.   

The final rule includes changes to numerous existing regulations and establishes a Special Federal Aviation Regulation (SFAR) with new requirements to facilitate instructor and pilot certification and training.   

It also applies helicopter operating requirements to some phases of flight and adopts a performance-based approach to certain operating rules.   

Additionally, it enables pilots to train in powered-lift with a single set of flight controls, as opposed to legacy rules which require two – one for the student and one for the instructor.   

Last year, the FAA published a blueprint for how Urban Air Mobility vehicles would operate, a key element in maturing the overall AAM concept. 

Leading eVTOL developers respond 

Following an official signing ceremony at NBAA-BACE, both Joby Aviation and Archer Aviation welcomed the Special Federal Aviation Regulation and praised the FAA for publishing the document before the December 2024 deadline. 

“The regulation published today will ensure the U.S. continues to play a global leadership role in the development and adoption of clean flight,” said JoeBen Bevirt, Founder and CEO of Joby. “Delivering ahead of schedule is a testament to the dedication, coordination and hard work of the rulemaking team.”   

Big news from the FAA today! Administrator Mike Whitaker joined industry leaders at the @NBAA BACE conference in Las Vegas to celebrate the release of new regulations that will help bring electric aircraft like the Joby air taxi into US skies. pic.twitter.com/BHjp7YKOFp

— Joby Aviation (@jobyaviation) October 22, 2024

A spokesperson for Joby added that the new regulation “lays the groundwork necessary” for the developer to launch commercial passenger service in the United States.  

In a statement on October 23, 2024, Archer Aviation said: “We appreciate the FAA’s continued partnership and proactive approach to advancing the eVTOL industry with today’s release of the final powered-lift Special Federal Aviation Regulation (SFAR). This comes ahead of schedule, incorporates key feedback from across the industry and is yet another foundational element toward our goal of the U.S. leading the way in commercializing UAM. We’ll continue to formulate our operational plans to align to this final rule.” 

Follow Dr. Klaus Radermacher’s LinkedIn newsletter “Think. Mobility. Differently.” for regular insights on mobility concepts and transportation systems.  

The views and opinions expressed in this column are solely those of the author and do not necessarily reflect the official policy or position of AeroTime. 

There is hardly any other topic in discussions about future mobility and its energy that has raised so many eyebrows as Sustainable Aviation Fuel (SAF), sometimes generally referred to as “electricity-based synthetic fuels.”. For some, these fuels, which are ideally CO2-neutral, are the future with which combustion engines can continue to be operated without any problems. Others see them as niche products with no major future impact, which are at most suitable candidates for “greenwashing”. In such discussions, which are often emotional and not necessarily fact-based, each party usually has one or two examples at hand to support their respective position. For example, the first transatlantic flight with SAF, which, as a singular event, certainly demonstrated technical possibilities, but can by no means be seen as a turning point towards CO2-neutral aviation​​​​. 

In this article, I will provide an overview of some of the relevant backgrounds, technologies, and developments in this context.  

As in all my articles, I focus on scientific contexts as well as facts, figures, and data, leaving ideologies and emotions aside. Given the very large number of existing projects, prototypes, funding measures, plans for large-scale plants, etc., it goes without saying that this can only be a current snapshot with no claim to completeness. 

A little bit of basic chemistry (Organic Chemistry 101) 

In order to understand the discussions and the significance of SAF, it is necessary to familiarize yourself with a few very basic chemical relationships. 

All fuels (petrol, diesel, kerosene, etc.) are hydrocarbons, which differ only slightly chemically and consist of carbon atoms and hydrogen atoms that have formed bonds in different molecules​. The differences between hydrocarbons lie in the number of atoms in each molecule.  

The simplest molecule of this type is methane (gas), which makes up by far the largest proportion of natural gas. A methane molecule consists of one carbon atom to which four hydrogen atoms are bonded, hence the chemical formula CH4. If you have two carbon atoms, each of which has a bond with the second carbon atom, you still need a total of six hydrogen atoms to make a stable molecule. C2H6 is ethane, also a gas. With three C atoms and then eight H atoms, you have propane (C3H8), also a gas that is contained under pressure and thus liquefied in propane gas cylinders used for barbecuing with gas or for radiant heaters in outdoor catering. The chains of these hydrocarbons can be much longer; there can be four, eight, 10, 15 or more carbon atoms connected in a row within a molecule, each of which then has an H atom on all the free bonds. A molecule always requires “twice as many H atoms plus two” as there are carbon atoms, so the “calculation of the sum formula” is correspondingly simple. Butane (gas) is C4H10, pentane C5H12, hexane C6H14, etc. Octane, which we know as the “octane rating” for a criterion of gasoline quality, is C8H18. 

The first four hydrocarbons (methane, ethane, propane, butane) are gaseous under “normal conditions” (20 degrees C, 1013 hPa), from pentane upwards they are liquid. All hydrocarbons are combustible and burn together with oxygen to form carbon dioxide (CO2) and water (H2O), which evaporates due to the combustion temperatures. For example, if we consider two molecules with 12 C and 26 H atoms each, the “reaction equation” of complete combustion is as follows: 

Two molecules of C12H26 burn with 37 molecules of oxygen (O2) to form 24 molecules of carbon dioxide (CO2) and 26 molecules of water (H2O). Those interested in chemistry can reproduce the corresponding stoichiometric calculations at any time​. Two moles of C12H26 weigh 340 g and burn with 37 moles of O2 (1,184 g) to form a total of 1,056 g of CO2 and 468 g of water. The weights of the substances involved in the chemical reaction are the same before and after combustion; nothing is lost in such a process. 

Properties of kerosene and other hydrocarbons 

All fuels consist of a mixture of different hydrocarbons. The molecules are not always the aforementioned carbon chains; ring-shaped structures are also almost always found, and “branches” in the molecular structure and double bonds between carbon atoms are also possible. In addition, additives are added to ensure certain properties (temperature behavior, corrosion protection, etc.); fuels are therefore always standardized on the basis of their properties and not on the basis of their exact chemical composition.  

SAFs are therefore also differentiated according to whether they are approved as “drop-in”, which means that they can be mixed with conventional kerosene and used in existing aircraft fleets at any time​. The EU’s Renewable Energy Directive also specifies, among other things, which raw materials may be used for SAF​. 

The advantage of hydrocarbons for energy generation is the high amount of energy present in the substances, which is released during combustion and can be utilized. The widely used “Jet A1” kerosene contains an energy of 43.1 megajoules (MJ) per kilogram. Because it is also liquid under normal conditions, this amount of energy only requires a volume of around 1.2 liters, which corresponds to a volume-specific energy density of around 36 MJ per liter. Pure hydrogen, which is gaseous under normal conditions and must be stored in tanks under very high pressure for use as a fuel, only has an energy density of 4.8 MJ/l even at a pressure of 700 bar. 

This advantage of high energy density is, at least for the time being, accompanied by the disadvantage that kerosene, gasoline, diesel, etc. are almost exclusively obtained from crude oil in refinery processes. Although the carbon contained in crude oil was originally removed from the Earth’s carbon cycle tens of millions of years ago, it has since been bound in the crude oil and is only released into the atmosphere as CO2 when the petrochemical products are burned. 

What can SAFs be produced from? 

SAF are hydrocarbons in which the carbon is not of fossil origin but comes from other sources. Ideally, it comes directly from the air and thus reduces the CO2 content in the atmosphere, or it is used directly from other CO2 sources, which then emit less CO2. The CO2 may also have been produced by photosynthesis over the last few months or years. In photosynthesis, the most important chemical process in nature, CO2 from the air is converted into biomass using water and light, i.e., solar energy, which binds the carbon; the oxygen bound in the CO2 is released into the environment. 

However, the carbon can also be of a completely different origin, from waste fats from the food industry, waste from agriculture and forestry to feces, basically anything is possible. Some processes that have been developed in recent years are referred to by the following terms and abbreviations: HEFA (Hydro processed Esters and Fatty Acids) and HVO (Hydrotreated/Hydrogenated Vegetable Oils)​​. Here, fats, which also always consist of the elements carbon, hydrogen, and oxygen (chem.: glycerol esters), are processed through a chemical process chain in such a way that hydrocarbons, among other things, are produced as the end product. From a chemical point of view, it does not matter whether it is used fats or fresh fats, such as palm oil, which is obtained from the fruit of the oil palm. In principle, there is nothing wrong with using new vegetable fat, as long as the conditions under which it is produced are appropriately taken into account. If, as a first step, virgin forests are destroyed by slash-and-burn to plant palm oil plantations, the CO2 balance will not be positive when viewed holistically. 

Biogases obtained from organic waste and self-produced biomass can also be processed into SAF and e-fuels. Many of these production methods are based on a 100-year-old technique: the Fischer-Tropsch process (FT synthesis)​​, originally developed in Germany to produce liquid fuels from domestic hard coal in order to be self-sufficient from the rest of the world. The process was also of great economic importance in the South African apartheid regime because South Africa had large quantities of coal, but no crude oil. For SAFs, the carbon in the FT process does not come from hard coal, but from biomass. Over the years, different variants of FT synthesis have been developed, which have been optimized with regard to the primary resources available. These processes have also been tested on an industrial scale. 

For an overall CO2 balance, it is crucial for all processes for the production of synthetic hydrocarbons: 

• which primary raw materials are used,  

• which energy is used in the process,  

• which transport routes are required for the starting materials and  

• how other waste products can be used. 

SAFs can also be produced from alcohols, which, from a chemical point of view, also only consist of carbon, hydrogen, and oxygen, and are sometimes referred to as AtJ (Alcohol-to-Jet). In this process, the biomass is first fermented into alcohol and then processed into SAF. 

In the United States, there are now companies that grow fast-growing biomass, such as corn or millet, on huge areas that did not require deforestation in advance in order to produce SAF​​. Critics like to argue that this creates competition between food production and SAF in agriculture. However, this criticism is not always factually well-founded, as it overlooks the fact that, for example, when growing corn, only a tiny fraction of the plant, namely the maize kernels on the cob, are suitable as food for humans. The rest of the huge plants are by-products or waste products in terms of food and can therefore be available for SAF production. This applies equally to straw from grain production or waste cellulose. Viewed holistically, it is an excellent process chain: solar energy (light) drives photosynthesis, which removes CO2 from the atmosphere and adds oxygen. The carbon in the resulting biomass is transformed by chemical processes into hydrocarbons, which are used in combustion engines for propulsion and only emit the exact amount of CO2 that was previously removed from the atmosphere. This is CO2-neutral if the energy required to transform biomass into kerosene was also produced in a CO2-neutral way.  

Outlook 

In conclusion, it can be said that liquid hydrocarbons are well suited as propulsion energy for transportation systems that cover long distances and provide high transport performance due to their mass and volume-specific energy density. An aircraft carrying around 300 passengers achieves a transport performance of around 3,000,000 PKM (passenger kilometers) on a single 11 to 12-hour long-haul flight. Even a modern and efficient aircraft will burn 60 to 70 tons of kerosene and emit 190 to 220 tons of CO2 for such a route. However, 60 tons of kerosene also represent more than 2.5 million MJ of energy required for this transport performance and given the current state of technology, no other forms of energy or energy storage are expected in the medium term that could represent a realistic and economical alternative. 

The development of largely or completely sustainable hydrocarbons that are as CO2-neutral as possible is still in its infancy in terms of the quantities required. In a press release from December 2022, the International Air Transport Association (IATA) estimates the demand for SAF for 2050 at 450 billion liters per year. In 2022, 300 million liters were available worldwide, an increase of more than 200% compared to 2021​. For 2050, a 1,500-fold increase in production compared to 2022 would have to be achieved. 

To express the sober 1,500-fold in a different way: If we take the IATA numbers as a basis, the entire amount of SAF available in 2022 will last for just under six hours in 2050 to refuel all aircraft with SAF everywhere and all year round. 

Is this possible? The future is always difficult to predict, but we have another 25 years to get there. Looking at what happened in innovation fields over the last 25 years, I see no reason it should not be possible. But we had better hurry up! We will certainly not get to the required quantities by eating more French fries and hoping for enough used cooking oil, that is for sure!  

With the theoretical foundations fully understood, it is mainly a question of large-scale engineering and appropriate incentives to make a technology commercially viable. Scientists, engineers, aviation managers and politicians must come up with a holistic and feasible concept to make this happen. 

Another important issue for the time being is the price of SAF, especially in comparison to fossil kerosene. In 2019, the price of the “cheapest SAF” from the HEFA process was 1,200 $/t, roughly double the price of conventional kerosene ($600/t)​. In 2022, it was 1,100 $/t for conventional and more than 2,400 $/t for SAF. Due to the increasing demand, which is also the result of legal requirements for SAF blending, the prices for SAF are expected to rise and the price difference between that and conventional kerosene might increase even further. 

The challenges to be overcome are enormous, but the essential foundations have been laid. In any case, considerable efforts will be required for decades to come in order to achieve the goals that have already been formulated today. Chemistry in particular, but also other natural sciences and their possibilities, the development of large-scale facilities for laboratory-tested processes and innovations in general must be seen as an opportunity to achieve the transition to sustainable aviation over the next two to three decades. On a positive note, there are currently a large number of projects and a wide range of funding instruments in many countries that are consistently pursuing the path we have been on for several years.  

This investment, the amount of which has not been disclosed, will be executed through an EDF Group subsidiary called SAFIDI, which is dedicated to financing regional decarbonization projects. 

In EDF Group, Toulouse-based AURA AERO has found a rather strong partner since the integrated energy firm is one of the largest global players in the field of energy generation and distribution, with an annual turnover of nearly €140 billion in 2023. 

AURA AERO’s ongoing development of a family of fully electric light aircraft, called INTEGRAL, as well as a hybrid-electric 19-seater regional airliner called ERA, is seen as strategic by French authorities, which have supported the project through the France 2030 program. The projects have also been supported through other public support schemes run by the region of Occitanie, where the startup is based.  

AURA AERO has also received funds through the EU’s ‘EIC Accelerator’ program. 

The startup began flight testing its INTEGRAL “R” and “S” aircraft in 2023 and is planning to fly a prototype of the ERA airliner by 2026. AURA AERO is also planning to build a greenfield new factory at Toulouse-Francazal Airport, in the south of France, in order to produce these aircraft at scale. 

Behind the scenes at Aura Aero, a rising star of the low carbon aviation industry

• Sustainability

ByMiquel Ros

The collaborative feasibility study, which was announced at the 2024 Aviation Summit in Manila, will be based on the current International Civil Aviation Organization (ICAO) ACT-SAF template. 

The study will include the analysis of macroeconomic data specific to the Philippines, evaluation of SAF feedstocks and production pathways, assessing relevant implementation support, financing, and policies, as well as drafting an action plan.

As part of the study, the Philippines established an SAF Committee under the Department of Energy-led National Biofuels Board which oversees the development of the country’s SAF roadmap.

As a member of the ICAO, the Philippines is committed to achieving the industry’s net zero carbon emission target by 2050. 

In order to reach this goal, the country will rely on a basket of measures: fleet renewal, disruptive technologies, operations improvement, SAF and carbon offsetting. 

During the 2024 Singapore Airshow, Airbus President of Asia Pacific Anand Stanley told AeroTime that airlines in the APAC region are committed to using 5-10% SAF by 2030. Anand also said that each country in the region has a unique wealth of resources that can be translated to SAF, citing the Philippines’ huge production of cooking oil as an example. 

The Philippines’ Department of Transportation Undersecretary for Aviation and Airports Roberto Lim said the study will help develop relevant policies, regulations, and programs to advance economically viable SAF production in the country.

“On behalf of our partner agencies CAAP (Civil Aviation Authority of the Philippines), DOE (Department of Energy), DOST (Department of Science and Technology), and the other NBB (National Biofuels Board) SAF Committee members, we thank our private sector partners for participating to jumpstart the foundations of our SAF industry,” Lim said.

As air passenger traffic in Southeast Asia is expected to triple in the coming 20 years, Airbus is bolstering its sustainable efforts in the region.

In September 2024, the European plane manufacturer announced that it had entered a Memorandum of Understanding (MoU) with AirAsia to explore decentralized production of SAF using alternative feedstock and technologies in Southeast Asia.

Southeast Asia has lagged behind Europe and North America in terms of sustainability efforts and government mandates regarding the use of SAF. 

However, Boeing’s recent market outlook on the region predicted that sustainable aviation efforts are expected to strengthen. Nearly 1,200 new, more fuel-efficient airplanes will replace aging jets in the region over the next 20 years. It is also foreseen that as global aviation aims to achieve net zero by 2050, the Southeast Asian region’s available bio-based feedstocks can supply approximately 12% of global SAF demand.

The order for the Alice, a nine-seat zero-emission commuterliner, will provide UrbanLink with the capability to operate eco-friendly commute flights on route lengths of up to 250 nautical miles (463km) nonstop. 

Based in Washington State in the US, Eviation Aircraft develops and manufactures electric aircraft to provide operators and passengers with “green, cost-efficient, and convenient regional transportation.” According to an UrbanLink statement, the addition of Eviation’s Alice aircraft “marks a significant milestone in the company’s commitment to sustainability and innovation, positioning the company at the forefront of zero-emission regional air travel.” 

Operating out of its hub cities of Miami, Los Angeles, and San Juan (Puerto Rico), UrbanLink will deploy its Alice aircraft on various regional routes as part of its wider commitment to provide greener urban mobility aviation solutions.  

“Our order for ten Eviation Alice aircraft completes the third leg of our all-electric operating plan, giving us the ability to offer 9-seat, zero-emission flights across our network,” said Ed Wegel, UrbanLink’s Founder and Chairman. “Together with our regional eVTOL aircraft and electric sea vessels, we will provide seamless, sustainable travel options across the regions we serve, setting the stage for a fully integrated, eco-friendly travel experience.” 

“We are thrilled to partner with UrbanLink in revolutionizing regional air mobility,” said Andre Stein, CEO of Eviation. “This partnership with UrbanLink to operate our Alice aircraft marks a significant milestone in our shared vision of creating a sustainable and efficient transportation network. Alice’s zero-emissions technology and unmatched passenger experience will enable UrbanLink to offer unparalleled service while contributing to a greener future.” 

The Alice has already racked up a sizeable order book, with more than 600 orders placed worth over $5 billion, says the company. Previous customers placing orders for the aircraft include Air New Zealand, Cape Air, DHL, V-Bird, and GlobalX. The Alice had its first flight in September 2022.      

The order from UrbanLink quickly follows on from the company’s recent order for 27 all-electric Viceroy seagliders from REGENT Craft to operate on regional networks in South Florida and Puerto Rico from 2027. That aircraft can carry up to 12 passengers and travel at up to 180mph (290 kph) over service routes up to 180 miles (288 km) in length on a single charge.  

The first Lilium Jet, MSN 1, will be used exclusively for ground testing to confirm safety for the first piloted flight scheduled for early 2025 with MSN 2, which itself is currently in final assembly.  

This power-on test “confirms that the aircraft is being built in accordance with Lilium’s platform design and the flight systems are functioning correctly,” the developer said on October 1, 2024.  

Lilium has already accomplished test flights with previous demonstrator aircraft such as Phoenix 3 in 2022, but the latest Lilium Jet aircraft are fully functional, to scale and will be used as part of the type certification program.  

During the successful power-on 900 volts were applied to the eVTOL aircraft’s electrical and avionics systems which includes cockpit display, flight controls, communication, navigation, and surveillance systems.   

“Power-on is an important quality gate in the production process of any commercial aircraft. The two Lilium Jets now on our final assembly line, and those to come, will be conforming aircraft, built to the specifications of our design organization, according to documented processes and in line with established aerospace procedures. When it comes to aircraft production, process control, repeatability, traceability, and above all safety is paramount. Achieving this first power-on milestone demonstrates that we’re on track,” said Stephen Vellacott, Lilium’s CTO. 

MSN 1, also known as Ironbird, will be used to prove safety of flight and compliance with airworthiness requirements, MSN 2 will carry the first pilot and production of the MSN 3 fuselage is currently underway.  

Lilium intends to fly a total of six test aircraft up to type-certification and entry into service, targeted for 2026.    

In August 2024, Lilium successfully completed the first phase of electrical integration testing at the company’s dedicated electrical power system lab (EPSL).   

The test rig replicates the Lilium Jet’s full powertrain, from battery pack to engine, outside the aircraft in a controlled test environment.   

So far Lilium has successfully tested several core electrical functionalities at the EPSL, including high voltage distribution, low voltage conversion and distribution, health reporting, and charging systems.   

Last week the Lilium Jet made its US debut at operator Galaxy FBO’s Houston William P. Hobby Airport (HOU) hangar.  

Thank you #Houston! Last week the #Lilium #Jet made history with its U.S. debut at Houston Hobby Airport. A sincere thank you to everyone that attended and to @GalaxyFBO and #EMCJET for hosting and organizing the first showcase of the Lilium Jet in the U.S. pic.twitter.com/sXUgPMYji0

— Lilium (@Lilium) September 30, 2024

Galaxy FBO is partnering with Lilium to provide regional connectivity in the area, with routes between Houston Hobby Airport to Galveston, Houston Spaceport to College Station, The Woodlands to Galveston amongst those currently at the planning stage.     

Additionally, Lilium has reached an agreement with EMCJET, an aircraft brokerage and management company, for the Houston-based firm to be among the first round of customers when deliveries of the eVTOL aircraft begin in 2026.   

Its journey over the last six years is a celebration of how important it is to assemble a team of gifted aerospace and electrical engineers to achieve real-life results in the pursuit of new technology. 

Since July 2024, ZeroAvia has confirmed new agreements with five aviation organizations that are focused on future aircraft powered by hydrogen engines. These include American Airlines, ASL Aviation Holdings, KLM, Jekta and ecojet.  

Add these to the list of existing partnerships that include companies such as Japan Airlines, Airbus, United Airlines, Alaska Airlines, Natilus, and Air Cahan then it’s clear things are progressing extraordinarily well for ZeroAvia.  

And this does not even include the investors, airports and hydrogen suppliers that also see ZeroAvia as the front-runner in the evolution of zero-emission flight and have accordingly formed agreements.  

Only this month the Scottish National Investment Bank joined recent financial backers (American Airlines, IAG and ITOCHU Corporation) by investing £20 million in ZeroAvia during a financing round that leveraged a total of $150 million.  

And if you needed any further evidence of industry confidence in ZeroAvia’s trajectory in August 2024 the developer was granted US federal funding worth $4.2 Million through the Federal Aviation Administration (FAA). 

At the Farnborough Airshow 2024, AeroTime spoke with Sergey Kiselev, the Chief Business Officer at ZeroAvia, and asked why so many aviation companies have confidence in the startup. 

“I think there are two things. One is that we have a credible roadmap, and we deliver. We didn’t start big and then have something 20 years from now. We started with a small aircraft. We have flown the six-seater Piper, now we have the 19-seater and now we are getting into commercial operations with the technology we have already flown. In parallel we own the technology,” Kiselev said.  

A big part of ZeroAvia’s success will be judged on achieving certification for its hydrogen propulsion engines and Kiselev highlighted that designing and manufacturing its own hardware offers the company a major advantage. 

The company has over 100 patents in fuel cell systems, power electronics and electric motor technology and even offers key components to fellow clean aviation innovators around the world.   

“If you try to stick something like complex hardware and software inside of the aircraft, you need to prove that you know what you’re sticking in front of the FAA,” Kiselev said. 

According to Kiselev ZeroAvia’s certification process is based on two paths, split between the FAA and the UK’s Civil Aviation Authority (CAA).  

The electric propulsion system, which includes the ZA600 Motor and silicon carbide inverter, will be certified by the FAA which already has “experience of working with special conditions for electric propulsion”. 

“They (FAA) understand the certification base, the means of compliance and they have the team, which is experienced. We will leverage the experience to shorten the certification timeline right now,” Kiselev said.  

ZeroAvia hopes to certify the powertrain through the CAA which it works closely with due to the majority of its hydrogen engineers being based in the UK.  

ZeroAvia and the CAA have already collaborated on the Piper and Dornier 228 test aircraft and on several permits to fly so the two organizations have already been on a “significant journey” together.  

Today, #ZeroAvia made #aviation history. The 19-seat Dornier 228 testbed #aircraft took to the skies above England's Cotswolds with the leftside propeller powered by a #hydrogen-electric powertrain. A huge step for #zeroemission aviation. Read more: https://t.co/dqETTlmbmp pic.twitter.com/dgaCDw4Cfv

— ZeroAvia (@ZeroAvia) January 19, 2023

The hydrogen-electric developer expects that the ZA600 engine will be certified by 2025 and entry into service begin 2026. 

A launch customer is yet to be announced but Kiselev said that it will either be one based in the UK or the US.  

In July 2024, the US-based hydrogen aircraft startup Universal Hydrogen folded after failing to secure funding for further development.  

For Kiselev the collapse of Universal Hydrogen is evidence that it’s important that those invested in the development of hydrogen-powered aircraft “stay close together”. 

According to Aviation Week, during a company update at Farnborough Airshow by ZeroAvia’s CEO said: “It’s never good news when a competitor working on the same type of technology goes out of business. Overall, I think we’re taking quite a different approach.” 

Kiselev highlighted the work of rival H2FLY, a German company also developing hydrogen-powered aircraft solutions, for achieving real-world results and making “some significant hydrogen process”. 

When asked about any uncertainties that lie ahead of ZeroAvia, Kiselev told AeroTime that the certification process is one but that the process is in place to ensure aircraft are safe and the regulator is there to safeguard the developer and the public.  

In his executive role, Kiselev looks after the infrastructure and manufacturing at ZeroAvia, ensuring that the manufacturing facility, production certificate and hydrogen infrastructure are in place.   

What do ZeroAvia’s customers say?

Jekta 

In July 2024, amphibious aircraft developer Jekta and ZeroAvia formed a w partnership with a view to adopt ZeroAvia’s fuel cell power generation system (PGS) technology on the PHA-ZE 100 seaplane.   

“After exploring numerous alternative power sources for the PHA-ZE 100, we concluded that ZeroAvia presented the most comprehensive solution following extensive research. Their product development is the most advanced, and they are committed to collaborating with us to tailor the technology to our specific needs. Additionally, ZeroAvia has carefully considered sustainable hydrogen production and storage methods with minimal environmental impact. They are well-funded and have a strong team that aligns with our company culture, making them the ideal partner for our project,” George Alafinov, CEO of Jekta told AeroTime.  

FlyVbird 

In February 2024, future airline flyv and ZeroAvia signed an agreement to explore utilizing hydrogen-electric engines to power a fleet of regional aircraft carrying around 10 passengers. 

“At FlyVbird, we see ZeroAvia not only as a leader in zero-emission aviation but also as a perfect partner for real business aviation. Our on-demand model positions FlyVbird as a key enabler in bringing innovative solutions like ZeroAvia’s hydrogen-electric propulsion to market. We deeply admire their vision, and together, we believe we can reshape the future of sustainable air travel,” Anton Lutz, flyv´s CEO, told AeroTime. 

Mehair  

With ambitions to grow a fleet of both amphibian and wheeled aircraft, Indian seaplane operator Mehair placed a conditional order for up to 20 ZA600 hydrogen-electric engines from ZeroAvia in January 2024. 

“The reason we have partnered with ZeroAvia is primarily because as a company, we have a definitive roadmap to go green and any green technology induction is welcome. Specifically, ZeroAvia because to my mind, Hydrogen presents a more sound and bankable opportunity for Operators from a payload point of view as batteries are still very heavy and cumbersome for the aircraft,” Siddharth Verma, Managing Director at Mehair, told Aerotime. 

Verma continued: “There is a clear trade-off between range (which translates to battery size) and payload. Also, battery technology is developing at a slower pace than Hydrogen electric engines and there is a general understanding that come the end of the decade, Hydrogen will be leaps and bounds ahead of battery technology. ZeroAvia is one of the market leaders in hydrogen-based engines and with a testbed running for two years and now moving towards certification, they are ahead of the curve when it comes to hydrogen-based engine technology.” 

“Lastly, we have faith in them because they are so well-funded and have some seriously sound investors backing their efforts. One of the reasons some of the early starters fall by the wayside is because they are unable to support the initial cash burn for long. Any new pathbreaking technology must endure that for a long time before it becomes a reliable proof-of-concept. Here the deep pockets of the investors and the successful rounds of funding achieved by the company so far lend solidity to their plans and efforts. This instills a deeper sense of confidence in Operators like us in their ability to succeed and see this through to the end,” Verma added.  

KLM 

In one of ZeroAvia’s most significant agreements to date, KLM announced in July 2024 that it will collaborate with the hydrogen-electric engine developer.  

The two companies will work in partnership to carry out a turboprop demonstration flight using  ZeroAvia’s ZA2000 engine in 2026.  

“KLM Royal Dutch Airlines is working with ZeroAvia on a hydrogen-powered demonstration flight, as the first milestone in our cooperation. This is an important step in the application of hydrogen in aviation. We are excited about this partnership, which perfectly aligns with our ambition to make flying progressively cleaner, quieter, and more efficient. We will actively team up with the experts from ZeroAvia on key components for hydrogen-powered flight. By combining our expertise with Zero Avia’s, we can help aircraft manufacturers to develop practical designs. We feel the responsibility to actively participate in this innovative development,” a spokesperson for KLM said. 

The Lilium Jet was showcased at operator Galaxy FBO’s Houston William P. Hobby Airport (HOU) hangar on September 26, 2024, in collaboration with Greater Houston Partnership, the region’s largest chamber of commerce, at an event attended by aviation industry leaders.  

Galaxy FBO is partnering with Lilium to provide regional connectivity in the area, with routes between Houston Hobby Airport to Galveston, Houston Spaceport to College Station, The Woodlands to Galveston amongst those currently at the planning stage. 

Galaxy FBO’s Houston-area facilities at Houston Hobby, Conroe North Houston Regional Airport, and the Woodlands Heliport will be key infrastructure for Lilium Jet operators in the Houston area. 

Jeremy Gee, CEO of Galaxy FBO, said: “We are excited to transform Galaxy FBO into a cutting-edge hub for the eVTOL innovation. As the future of electric aviation takes flight, this marks a significant step in making Houston a leader in sustainable and efficient transportation solutions. Our team is proud to support Lilium’s revolutionary mode of travel that will connect Greater Houston in ways never thought possible.” 

Additionally, Lilium has reached an agreement with EMCJET, an aircraft brokerage and management company, for the Houston-based firm to be among the first round of customers when deliveries of the eVTOL aircraft begin in 2026. 

Memo Montemayor, Founder and CEO of EMCJET, said: “Our clients want to own the future of aviation and, with our partnership with Lilium, they can do just that. With a spacious cabin, luxurious finishes, and vertical takeoff and landing capability, the Lilium Jet meets our clients’ needs to travel safely, sustainably, and comfortably.”  

The Lilium Jet team has designed and optimized the aircraft for regional travel, with an anticipated initial operating range of roughly 110 miles. 

“Houston is home to the world’s leading aerospace companies, and we’re thrilled to welcome Lilium and this next generation of aviation technology. Together, we’re on the brink of something groundbreaking for our region,” Kevin Tipton, Senior Director for Aerospace and Aviation at the Greater Houston Partnership, said.  

So far, Lilium has formed agreements with aviation companies in Europe, the United States, China, Brazil, the UK, the United Arab Emirates and the Kingdom of Saudi Arabia. 

In July 2024, Lilium and Saudia confirmed that the flag carrier of Saudi Arabia had signed a binding sales agreement for 50 Lilium Jets, with options for the purchase of 50 more.   

In a recent interview, Lilium’s CEO Klaus Roewe told AeroTime that he believes the Lilium Jet will operate within the high-end tourism sector during its first three years of operation. 

Beyond those first three years, Roewe anticipates that the six-seater model will become more prominent as demand grows for the shuttling of customers from airports and between cities.   

Roewe estimates that, in the long term, 85% to 90% of sales will be for the six-seater and 10% to 15% for the four-seater option.   

Next month, the Lilium Jet will be displayed at the 2024 NBAA Business Aviation Convention & Exhibition (NBAA-BACE) in Las Vegas. 

Having met with Phil Kelly, Senior Vice President of Business Development of Canada-based Horizon Aircraft at the Farnborough Air Show in July 2024, AeroTime examines this unique aircraft, analyses the technology behind it, and looks at what might come next for this long-range hybrid eVTOL pioneer. 

What is the Cavorite X7? 

The Cavorite X7, named after the fictional gravity-defying material in H.G. Wells’ 1901 novel ‘The First Men in the Moon’, is a hybrid eVTOL aircraft that combines a conventional aero engine with battery-powered wing-based fans. It features a forward-swept main wing, plus a smaller set of horizontal canard-style stabilizers mounted on the forward fuselage. The aircraft also has twin-boom vertical stabilizers to the rear and a monocoque cabin that can accommodate up to six passengers, plus the operating pilot.  

The key difference between the Cavorite X7 versus other eVTOL aircraft currently under development is that, while exposed rotors are the primary source of vertical thrust in those aircraft (except for the Lilium Jet), the Cavorite X7 uses electrically-driven hidden fans embedded within the swept wing structures to provide vertical lift – a system referred to by the company as its patented ‘HOVR Wing’ design.    

This unique ‘fan-in-wing’ design combines the agility and versatility of a helicopter with the speed and strength of a conventional aircraft.  

During the take-off and landing phases of flight, the wing surfaces can transform from a smooth horizontal flying surface into a stabilizer, housing 14 fans that provide the lift for vertical flight – five embedded on either side of the main wing, plus a further two mounted either side within the forward canard wings. The fans are exposed by way of slidable surfaces that retract into the wing structure when commanded by the operating pilot. This allows air to be drawn through the top of the fan and expelled out through the bottom in the form of downward thrust.  

Many eVTOL aircraft rely on the same mounted rotors to provide vertical lift and then transpose into a rearward-facing position for the transition to forward flight. However, the Cavorite X7 uses a different approach.  

Once airborne, the aircraft relies on a conventional rear-mounted propeller to provide forward thrust, while the panels that cover the wing-mounted fans return to their fully closed position. It is at this point that the Cavorite X7 assumes the configuration of a regular airplane, with the engine and propeller providing forward thrust and the wings providing the necessary lift. 

In this forward flight configuration, the Cavorite X7 is capable of far longer-range missions than its competitors, given that it relies on the single engine for propulsion, rather than multiple rotor sets as seen on other helicopter-style eVTOL designs.  

Specifications 

Capable of carrying out stage lengths of up to 500 miles (800km) while cruising at a speed of up to 250 knots (450kph) the Cavorite X7 can carry payloads up to 680kg (1500lbs) if operating in vertical flight mode. This increases to 815kg (1,800lbs) if flying purely in conventional flight mode, using runways to take off and land. The maximum gross weight of the aircraft is stated as 2,500kg (5,500 lbs).    

If carrying just a single pilot for ferry or positioning flights, the Cavorite X7’s maximum range increases to 900 miles (1,450km). In terms of dimensions, the Cavorite X7 measures 11.6 meters (38ft) in length, and 2.8 meters (9.2ft) in height. The aircraft will have a wingspan of 15 meters (50ft).   

Performance 

Horizon claims that the Cavorite X7 will be capable of using a variety of landing sites and airfields for operations, given its versatile configuration. For landing, it can use a conventional runway. Alternatively, the fans can be deployed to touchdown on a helipad, other paved or unpaved surfaces, or even on an area the size of a tennis court.  

The aircraft can carry six passengers, plus a pilot, on missions up to 500 miles (800km) in length. This capacity sets the Cavorite X7 apart from its competitors such as the Archer Midnight, Joby Aviation S4, the Wisk Aerospace Generation 6, and the Vertical Aerospace VX4, which all carry fewer passengers. Only the Lilium Jet can compete in terms of having the capacity to carry seven people. 

According to the company itself, this significant increase in passenger payload makes the economics of the Cavorite X7 favorable over its competitors. Its higher ability to carry a greater number of passengers reduces the cost per passenger, allowing for greater flexibility when setting fares or charging operator charter rates for the aircraft. 

The company is keen to point out that the Cavorite X7 is being engineered for maximum safety in all weathers. Indeed, given the diverse climatic environments in which Horizon envisions its aircraft operating in the future, the company is using a design benchmark of the ability to fly into known icing conditions as a certification goal.  

The company is aiming for the Cavorite X7 to be both VFR (visual flight rules) as well as IFR (instrument flight rules) certified, meaning that the aircraft will be capable of operating in inclement weather conditions, and its operation will not be impeded by weather that might otherwise keep it grounded.   

Despite using all 14 lift fans in the hover phases of flight, a high level of redundancy has been built into the design so that even multiple failures can be tolerated to little effect. In the development stages, the Cavorite X7 prototype has managed to sustain a hover even with 30% of the fans disabled, the company says. 

Horizon’s own projections indicate that the Cavorite X7 could offer as much as 30% lower direct operating costs than a helicopter conducting a similar regional transport mission. Additionally, it will be able to move people and cargo at almost twice the speed of a traditional helicopter, making it a viable competitor to such aircraft on similar missions.  

Sustainability 

Although the Cavorite X7 is initially being developed as a hybrid electric aircraft, the company is keen to point out that this will not always remain the case. The hybrid model was selected from the outset to meet the modern-day need for a longer-range light aircraft capable of vertical flight, while simultaneously cutting greenhouse emissions compared to traditional aircraft conducting similar missions, such as turbine-powered helicopters.  

Many may argue that, given its conventional engine, the Cavorite X7 cannot be compared with the other fully electric eVTOL aircraft being developed. However, Horizon points out that most of its competitors’ aircraft carry more than 907kg (2,000 lbs) of lithium batteries onboard every flight and so cannot truly be regarded as totally emission-free.   

As modern lithium battery manufacturing consumes large amounts of energy, toxic chemicals, and immense amounts of water, the comparison is more of a level playing field than might first appear. According to Horizon, citing data from Earth.org, for every metric ton (2.200 lbs) of lithium mined, 15 metric tons (33,000 lbs) of carbon dioxide are released into the atmosphere.  

Although a hybrid Cavorite X7 model is being developed in the first instance, battery technology continues to improve both in terms of energy and power density. Additionally, Horizon is continuing to monitor the developments in hydrogen-powered aircraft, and the innovative work being carried out by the likes of ZeroAvia and Cranfield Aerospace in this area. As soon as a viable power solution becomes available that can eradicate the need for the Cavorite X7 to rely on fossil fuel, then Horizon is committed to transferring that innovation into its aircraft.     

Suitable missions 

In a comment aimed at its future competitors in the eVTOL market, Horizon claims that its sights as an organization are set beyond “simply flying a couple of people to an airport or making commuting easier for a select wealthy few”.  

Instead, the company is looking to make “a positive contribution to people’s lives by developing and manufacturing the Cavorite X7 to meet true regional transportation needs.” With its anticipated flexibility, speed, and unsurpassed range capability, Horizon is keen to highlight that the Cavorite X7 is ready to be used in several vital sectors and on both general and specialist missions. 

For medical evacuation (medevac) operations, the company states that the Cavorite X7’s agility, capacity, and cabin configuration will enable the medevac of injured persons from accident sites or isolated areas to a hospital up to twice as quickly as a conventional helicopter. It also sees a role for the Cavorite X7 in the safe, swift transfer and delivery of organs and time-sensitive medication to medical centers, as well as carrying other crucial medical supplies. 

Regarding disaster response missions, as catastrophic weather is a growing threat to many regions around the globe, the company foresees the Cavorite X7 offering a “prompt, effective complement to state and federal operations through search and rescue missions and supply delivery to zones affected by tornadoes, hurricanes, landslides, storms, floods, or forest fires”. 

The Cavorite X7 may also prove useful in terms of more general eVTOL duties. In addition to its suitability for inter-city business or personal travel, akin to the air taxi role being targeted by the other eVTOL developers, it has the capability to provide passenger shuttle and transportation services, plus the delivery of time-sensitive cargo and goods to underserved or remote regions. 

Lastly, for performing specialist missions, the Cavorite X7 is being marketed by Horizon as offering “a cost-effective, nimble alternative for an array of applications”, including road traffic observation and control, emergency surveillance and crowd monitoring, investigative usage, missing person searches, and co-ordinating evacuation efforts in advance of catastrophic weather conditions. 

Timeline to certification 

As the Cavorite X7 will mostly fly as a conventional fixed-wing aircraft, Horizon believes that it will be safer, and hence easier, to certify than other eVTOL aircraft currently under development or undergoing certification testing.   Additionally, the Cavorite X7 will be powered by a hybrid electric system that will recharge the battery array in-flight as well as post-flight, while also providing significant system redundancy, and these aspects should also expedite the certification program. 

The Cavorite X7 journey started in January 2021 when Horizon revealed its Cavorite X5 preliminary design, followed by the successful first flight of a downsized prototype in March 2021.  

In January 2022, Horizon was awarded a US Department of Defense Phase 1 High-Speed Vertical Take-off and Landing contract, while August 2022 saw the first flight of a larger scale (50%) prototype. In December of that same year, this was followed by the first tethered outdoor flight test of the 50%-scale prototype.  

In March 2023, the 50%-scale prototype underwent wind tunnel transition flight testing of the 50%-scale prototype. Then, in August 2023, certifying authority Transport Canada gave its approval for remotely piloted outdoor transition flight tests to commence. 

We then fast forward to September 2024, when Horizon announced that it is embarking on the next milestone phase of developing the Cavorite X7. The aircraft’s flight test program has seen the prototype achieve hundreds of successful flight tests with the program heading towards full transition speed tests, which it’s hoped will be completed by the end of 2024.  

According to Horizon, the real-world test results “are rapidly improving the design and production of the full-scale aircraft and its sub-systems”. Meanwhile, the company is continuing to develop key technologies that underpin the Cavorite X7, including the full-scale propulsion units that are key to the HOVR Wing technology.  

Brandon Robinson, CEO of Horizon Aircraft said in September 2024: “I am extremely proud of the pace of our full-scale aircraft systems development program, the world-class team we’re building, and the game-changing technology that we’re bringing to Advanced Air Mobility.”  

“Our unique, customer-first approach prioritizes building a tough eVTOL aircraft that can operate in bad weather, icing conditions, and other challenging operational environments. This strategy is gaining strong traction with operators, driving substantial demand,” Robinson added. 

Summary 

In what is becoming a crowded landscape in advanced air mobility, many developers are focussing on the urban-centric market. However, Horizon’s concept of introducing a hybrid and versatile eVTOL aircraft may just set it apart from the competition, in what will undoubtedly become a cut-throat competition to secure sales to customers.  

While Horizon’s Cavorite X7 may not be fully electric at this stage, its range and payload capabilities will still be an attractive proposition to operators in markets where other eVTOL (and conventional helicopters) cannot compete. In such markets, it is likely to be on longer-range specialist missions that the Cavorite X7 will carve a niche for itself. However, with any such project driven by a combination of innovation, ambition, and vision, only time will tell whether this proves to be the case.   

UrbanLink has ambitions to build zero-emission regional networks from hub cities such as Miami, Los Angeles, and San Juan, using all-electric air, sea, and ground vehicles.  

Under the agreement, UrbanLink will operate REGENT’s flagship Viceroy seagliders with up to 12-passenger and travel at up to 180mph over service routes up to 180 miles on a single charge. 

“Our partnership with REGENT further advances our mission to bring zero-emission regional travel to the U.S., with a specific focus on the Miami and San Juan markets,” said Ed Wegel, UrbanLink Founder and Chairman. “This order perfectly complements our previous commitment to electric sea vessels, all of which will seamlessly integrate with our all-electric eVTOL jets, expanding our reach and enhancing connectivity across the regions we serve.” 

Wegel added: “By embracing these innovative, zero-emission modes of transportation—whether by sea or air—we’re not only shaping the future of travel but also taking meaningful steps toward a cleaner, more sustainable environment for generations to come.” 

UrbanLink highlighted that REGENT’s seagliders can use existing dock infrastructure and will promote increased connectivity and charging options, which will benefit other electric vehicles operating in that space.    

“UrbanLink’s order expands the opportunity to connect millions of people in South Florida and Puerto Rico with efficient, comfortable, and sustainable transportation solutions,” said Billy Thalheimer, Co-founder and CEO, REGENT. “As demand for seagliders grows, this agreement brings us closer to realizing their potential to enhance existing transportation systems and improve people’s lives.” 

As well as REGENT Seagliders, UrbanLink’s fleet will include Lilium Jet aircraft, Artemis sea crafts and Eviation’s Alice electric aircraft. 

The report, titled ‘Five Years to Chart a New Future for Aviation’, outlines a five-year plan and “establishes four pivotal 2030 Sustainable Aviation Goals, each targeting key leverage points within the sector”. The roadmap was developed by the Aviation Impact Accelerator (AIA) in collaboration with the University of Cambridge. 

The aviation industry currently contributes approximately 2.5% of global CO2 emissions, and when non-CO2 effects are included, its contribution to climate warming increases to approximately 4%. 

Despite ambitious pledges from governments and industry to achieve a net-zero aviation sector by 2050, the sector remains “dangerously off track”, noted the report which was published on September 23, 2024. 

“Aviation stands at a pivotal moment, much like the automotive industry in the late 2000s,” said Professor Rob Miller, Director of the Whittle Laboratory and one of the report’s authors. “Back then, discussions centered around biofuels as the replacement for petrol and diesel – until Tesla revolutionized the future with electric vehicles.” 

The aviation sector can achieve net zero emissions by 2030 if both the industry and governments meet four key goals, the report added.  

According to the report, the main aim is to eliminate contrails created by airplanes, which could “reduce aviation’s climate impact by up to 40%”. To achieve this, several large-scale living labs will be set up in 2025 to implement a global system for avoiding contrails. 

Cambridge researchers also suggest making efficiency improvements. They advise boosting aircraft production to reduce the average age of the fleet, cut flight speeds by about 15%, and extend transatlantic flight times by roughly 50 minutes. The goal is to have more aircraft operate close to their design range. 

The third goal is to change sustainable aviation fuel (SAF) policies to “account for global biomass limits across all sectors while driving renewable electricity production”. This would provide the market with the assurance needed to rapidly increase SAF production and ensure its sustainability.  

The final goal is to launch several moonshot technology demonstration programs. One example is hydrogen-powered aircraft for long distances. Hydrogen fuel is lightweight, even when considering the weight of the tanks, which makes it beneficial for long flights. Using hydrogen would eliminate CO2 emissions from air travel. 

The report warned that if these goals are “not implemented and achieved by 2030, the opportunity for transformation will slip away, leaving the world to face the escalating climate impacts of the aviation sector, which is projected to at least double by 2050”.  

This event brought together Heart Aerospace’s partners and investors, as well as media and government representatives (including Sweden’s Minister for Infrastructure, Andreas Carlsson, who addressed the attendees) and served as a forum to present an update on the company’s flagship ES-30 aircraft program. 

This included announcements that the company has filed a patent application for a new nacelle integration design, as well as successfully completing the ground support procedure tests for hybrid-electric aircraft operation. The tests had been conducted jointly with Swedish airport operator Swedavia and regional airline BRA.   

Heart Aerospace also confirmed that it is continuing to expand its geographical footprint and its already considerable portfolio of airline partners with the announcement that AirAsia, one of Asia’s largest airline groups, is joining its advisory board. 

But the highlight of Hangar Day was the unveiling of the X1 demonstrator aircraft, which was showcased publicly before being shipped to the United States for the next stage of Heart Aerospace’s development program at the company’s new research and development center in California. 

AeroTime was given an up-close look at the X1 and a tour of its cabin and cockpit, as well as an opportunity to talk onsite with Heart Aerospace’s co-founder and CEO, Anders Forslund. The Swedish entrepreneur shared some first-hand insights about the current status of the ES-30 hybrid-electric aircraft program and the challenges and milestones that lie ahead.  

Watch the video below to find out more. 

Heart Aerospace closes $107 million Series B funding round 

• Aviation Economics & Finance
• Aviation Technology and Innovation
• Sustainability

ByMiquel Ros

Nordic Seaplanes, Europe’s only scheduled seaplane operator, has signed a Memorandum of Understanding (MoU) to acquire five “Noemi” all-electric seaplanes (plus 10 options) from Elfly, a Norwegian startup which is developing a battery-powered seaplane. The estimated value of the order is $150 million. 

Nordic Seaplanes will become the launch operator of the clean-sheet, zero-emission seaplane, which can carry up to nine passengers or an equivalent amount of cargo. Noemi is expected to enter service around 2030. 

The two companies have also committed to work together in refining the design of the Noemi seaplane on the basis of the experience that Nordic Seaplanes has in operating De Havilland Twin Otter floatplanes between Denmark’s two largest cities: Copenhagen and Aarhus.  

“There are two things we want to get rid of: carbon emissions and noise, and an electric seaplane will give us the chance to do so,” explained Nordic Seaplanes owner, Lasse Rungholm. 

The agreement was signed at the ‘Nordic Horizons – Toward future flight’ event that took place in Copenhagen on September 24, 2024. 

Global seaplane industry outlines plan for growth at FOSAA conference in Venice

• Aviation Technology and Innovation

ByMiquel Ros

Sustainable Aviation Fuel

“Sustainable aviation fuel has emerged as a clear frontrunner for the industry’s change to carbon neutrality,” Shalopanova said. “However, luckily those in the industry who use Jet-A,  SAF will be a ‘drop-in’ solution for climate responsibility, and for the most part will be indistinguishable from the fuel blends we use today.”

According to McKinsey & Company, around 4.5 Megatons of SAF will be demanded by 2030. Unlike Jet-A, which is a refined kerosene gas originating from petroleum, SAF uses feedstocks such plants, waste, cooking oil, and a variety of other naturally occurring sources. On a chemical level, SAF uses the same hydrocarbons that have been present in Jet-A for years, complying with widely acceptable jet fueling standards such as EI/JIG-1530, JIG1, JIG2, ATA103. Engine manufacturers such as Pratt & Whitney report that more than 450,000 commercial flights have already operated with SAF in 2022 on airlines such as Air France-KLM, Lufthansa, DHL, Delta, United, and others, while GE says that their most popular jet engines such as the CFM-56 that powers the 737 and A320 are SAF ready.

“For these flights, crews and aircraft function on identical procedures and experiences as the weight of the fuel remains the same, and the solution is ‘drop-in,’ requiring no major change,” Shalopanova said. “The fuels will have different energy density which changes how the injection and combustion systems of engines work, and SAF doesn’t include important aromatics that help prevent fuel leaks, however engine manufacturers are confident their engines will run them and the results of these tests will likely remain industry secret for some time.”

Beyond the change of SAF for pilots, Aviation Week has reported that the certain blends of SAF from hydro processed esters and fatty acids have up to 90% less sulfur, which improves lubricity and cleanliness of the engine, potentially meaning engines will become less expensive to maintain. Shalopanova explains that the largest change could be from how the fluid interacts with the aircraft’s fuel lines.

“The most radical hypothetical will be an increased importance on fuel flow monitoring as the cavitation properties, bubble nucleation rates, and shock transformation of SAF can potentially produce fuel leaks before aircraft design is changed to operate with high SAF blends,” Shalopanova said. “While engine manufacturers say that their engines are ready, the lack of energy density can alter fuel pump performance during extreme temperatures and high climb rates, affecting total available power on take-off and requiring more conservative performance from both aircraft and pilot.”

Unleaded aviation fuel

Recent years have seen a very fast and well supported push to remove lead from aviation fuel used to power piston driven aircraft. The European Union passed laws in 2022 targeted at the reduction and restriction of the chemical Tetrathyllead used in aviation fuel in its member states, with similar bans being proposed in the United States and Great Britain. This is a significant and controversial action, as piston-driven general aviation aircraft used for flight training in Europe are powered by engines that depend on fuels that take advantage of Tetrathylead when producing the power necessary to fly. use lead. 100 octane low lead fuel, or ‘100LL’ or simply referred to as ‘AvGas’ in the industry, uses lead molecules to provide performance stability at high octane. At 100 octanes, lead reduces the explosive elements of fuel, making it a more stable source of the high power needed. In short, the presence of lead allows aircraft engines to get more power from more explosive fuel without the fuel becoming too explosive to operate.

“The change will have a large impact for general aviation operations; however, this has been a long time coming,” Shalopanova said. “While engine designers and aircraft manufacturers know that leaded fuel was going to eventually run into the challenge it faces now, its performance qualities have been hard to walk away from.”

The search for a replacement for 100LL gas has occurred for decades, and some engines have already been modified to accommodate a lack of lead. The challenge behind this fuel replacement is that alternative fuels that use ethanol are fundamentally incompatible with piston driven aircraft due to their hygroscopic nature, or ability to collect water. Water in aircraft engines produces dangerous lack of performance, and pilots are trained to inspect their fuel for water contamination before flight.

“So far, tested replacements for 100 low lead have proven they perform no differently, and aircraft engines in Europe have begun to use diesel fuel, Jet fuel, and car gasoline without ethanol since there isn’t much change in performance,” Shalopanova said. “Engine manufacturers have made the design changes to their platforms years ago in anticipation of this change so engines don’t experience valve deterioration when lead is removed.”

Shalopanova added that some piston-driven aircraft engines might experience slightly less available power as a direct result of the less power available in the lower octane fuel for common unleased gas, however the difference wouldn’t change aircraft performance significantly.

Electric and hydrogen aviation

“Alternative sources such as electric and hydrogen aviation still offer the most uncertainty,” Shalopanova said. “Hydrogen is a highly explosive fuel, so unlike other options its switch wouldn’t change performance, but dealing with cryogenic systems to operate the fuel might change procedure.”

While hydrogen and electric aircraft platforms have begun flight testing, the designers of early generation platforms are still years away from introduction into the market. Certain hydrogen manufacturers, such as ZeroAvia are trying building platforms that can be scaled to current aircraft in use, which implies a lack of substantial difference in the platform, while electric aircraft will face difficulties from lack of power and increased weight of batteries. 

In conclusion, while it is known that aviation will become more sustainable in the next few years, the exact details of this change remain to be seen as there are many different blends of SAF as well as a few options for unleaded aviation fuel, and years before electric and hydrogen platforms are developed. What is known is that there is a need to change, and this need will be balanced with industry demand. Alternatives that are easy and familiar to use are likely to become more widely adopted along the timelines necessary for the climate crisis. 

The airline has joined forces with CUR8, a UK-based company that specializes in sourcing high-quality carbon removal credits. As part of the deal between the parties, the airline will purchase 33,000 tonnes of carbon removal credits through its CUR8 portfolio. Although carbon removals are recognized by scientists, governments, and regulators as a vital tool in helping to address climate change, although it is widely acknowledged the sector needs to be scaled up urgently, says the airline. 

British Airways’ removals portfolio includes a variety of approaches ranging from storing carbon in trees and soils to capturing carbon dioxide directly from the air and durably storing it underground or through enhanced rock weathering. 

The airline will also purchase carbon removal credits from two companies specializing in high-durability reforestation projects, increasing the amount of forested land in Scotland and Wales. One ground-breaking scheme in Scotland will see CO2 emissions captured from whisky distilleries and repurposed into building materials. Another, spread across multiple locations in the UK, uses an enhanced rock weathering technique to lock away carbon for thousands of years.  

The airline’s portfolio also includes Canadian carbon capture projects, which focus on carbon removal from rivers and oceans using alkaline rock particles, while in India, the airline is backing a biochar project that empowers female farmers while enhancing soil biodiversity and farm yields. 

“As we approach the halfway point in this critical decade of action, we’re sharpening our focus on delivering real, tangible progress by 2030,” said Carrie Harris, Director of Sustainability at British Airways. We know flying has a significant impact on the planet, and achieving net zero by 2050 requires bold, innovative action today, as well as long-term transformation, and our latest investments in carbon removals reflect this commitment.  

“While small in comparison to our total emissions, these projects are crucial in stimulating the carbon removal market. By supporting pioneering solutions, we’re not only contributing to immediate progress but also laying the groundwork for the large-scale changes needed to meet our climate goals. There is no pathway to net zero for aviation without carbon removals” Harris added. 

Largest airline deal so far 

Combined with previous removals purchases made by the airline, this new investment makes British Airways the largest carbon removals purchaser in the UK and the largest purchasing airline of carbon removals, said the airline in a statement. Issued on September 23, 2024.   

“British Airways understands that carbon removals are not a nice-to-have, but an essential part of the aviation sector’s net zero journey,” said Marta Krupinska, CEO of CUR8. “We’ve been proud to partner with this aviation leader to build a portfolio that combines the best of nature and human engineering, stretching from UK soils to the oceans and rivers of Canada.”  

“At CUR8, we bring together the world’s leading scientists and climate software to help organizations source and manage carbon removals to help de-risk their net zero future. British Airways is a leading brand that recognizes that with this early investment, it can help to make an impact not only for themselves but for the industry at large.” 

In 2019, British Airways became part of the first airline group to commit to net zero emissions by 2050 or sooner. According to the carrier, its 2030 focus includes “embedding a culture of sustainability across the business, by introducing new internal carbon reduction targets and launching a new sustainability learning program, to inform and inspire colleagues and identify further areas of improvement to help drive change.” 

Roughly one-third of British Airways’ emissions reductions by 2050 will come from robust carbon reductions and removals in other sectors, added the airline. 

The two companies’ sustainability divisions have entered a Memorandum of Understanding (MoU) to explore decentralized production of Sustainable Aviation Fuel (SAF) using alternative feedstock and technologies in Southeast Asia.

Under the MoU, the two companies will jointly investigate advanced measures to improve air traffic management (ATM) to reduce CO2 emissions. 

According to AirAsia, this will leverage its fuel efficiency program and Airbus’ pioneering role as a global leader in aeronautics, space and related services. The organizations will also identify applicable solutions developed as part of the Single European Sky ATM Research (SESAR) Project and assess their suitability for adaptation to the ASEAN region. 

“Airbus is contributing to the decarbonisation of aviation around the world. That means working with our customers in every region, looking at all solutions available today and collaborating on research for future technologies,” Airbus Chief Sustainability Officer Julie Kitcher said in a statement.

“AirAsia is a key partner in the ASEAN region and we are excited to work with the airline to explore operational efficiency levers, including air traffic management and scaling up the production and distribution of SAF,” Kitcher added.

At the 2024 Singapore Airshow, Airbus signed a Memorandum of Understanding (MOU) with the Singapore Economic Development Board (EDB) to facilitate the establishment of a Sustainable Aviation Hub. However, the Asia-Pacific region is still lagging behind Europe and North America in terms of sustainability efforts and government mandates regarding the use of SAF. 

In an exclusive interview with AeroTime, Airbus President for Asia Pacific Anand Stanley noted the Asia-Pacific region is composed of countries with varying resources and capabilities for SAF production. As examples, he cited the Philippines’ huge production of cooking oil that can be recycled and Australia’s capacity to deliver feedstock for biodiesel production. 

“Each country has a unique wealth of resources that can be translated to SAF,” Stanley said.  

The event will see UAE government ministers, other senior government officials, and industry leaders from across the aviation and aerospace, airfreight, Maintenance, Overhaul & Repair (MRO), and logistics ecosystems industries to discuss a range of future aviation subjects. These will include opportunities around the passenger journey and future traffic demand, airfreight and logistics, as well as the latest developments in Artificial Intelligence (AI). According to the organizers, the event will “present a platform for unparalleled insights and discussion” about the future of aviation.   

The Aviation Future Week event will include keynote speakers, discussion panels, and workshops over three days. The first day includes a program led by speakers and industry experts who will address air travel demand and airport infrastructure and how airports, airlines, aerospace manufacturers, and other stakeholders can deliver an enhanced passenger experience using technology. 

The second day will be dedicated to developments within airfreight and logistics, while the second half of the day with focus on MRO development within the region. The third and final day will navigate the boundary-breaking potential of Web3, AI, and Extended Reality (XR) solutions to drive workflow efficiencies and service delivery.   

“It is fitting that Dubai is setting the stage for visionary global leaders and decision-makers in aviation and aerospace to gather for key discussions and powerful collaborations to help redefine what the future could look like for the industry at Aviation Future Week,” said His Highness Sheikh Ahmed bin Saeed Al Maktoum, Chairman, and Chief Executive, Emirates Airline & Group.  

“Dubai’s strategic commitment to leveraging technology and innovation and embracing the digital revolution is fertile ground to pioneer new approaches and push the boundaries of what is possible for more efficient and sustainable operations and reshaping the passenger journey and experience as the industry forges ahead,” he added. 

In addition to the main program, Aviation Future Week will also feature an exhibition space showcasing the latest in aviation technologies. Visitors will be able to learn about new products and concepts, and network with industry representatives.  

Additionally, a series of interactive workshops will be co-hosted by Emirates and the Museum of The Future, supported by other event sponsors and supporters. These organizations include the Emirates customer experience team, handling company dnata, Emirates SkyCargo, Emirates Flight Operations department, Emirates and dnata environment teams, planemaker Boeing, and the Emirates Group Youth Council. 

Megha Bhatia, who currently serves as the Chief Strategy Officer at Jet Support Services, will oversee Eve’s global sales, market intelligence, and government relations divisions. 

Bhatia, who will be based in Melbourne for Eve, held a series of leadership roles at Rolls-Royce for more than a decade in various leadership positions, before securing the role as Vice President Sales and Marketing for Business Aviation for the British aerospace company. 

“Megha’s extensive experience and strategic leadership are going to be instrumental as Eve prepares for LOI conversion into firm orders,” said Johann Bordais, CEO of Eve Air Mobility. “Her ability to drive growth, manage large P&Ls, and lead high-performing teams, combined with her deep understanding of the aviation industry, make her an invaluable addition to our executive team. As we continue to advance the Advanced Air Mobility (AAM) ecosystem, Megha’s expertise will play a crucial role reaching our goals with team initiatives and driving sustainable growth.” 

In July 2024, Eve, a subsidiary of Embraer, rolled-out its first full-scale eVTOL prototype for tests which aim to evaluate every part of the aircraft’s performance as well as its safety. 

Eve boasts the industry’s largest backlog with letters of intent for 2,900 eVTOL aircraft, representing a potential $14.5 billion in revenue across 30 customers in 13 countries. 

“I am thrilled to join Eve Air Mobility, a pioneering company at the forefront of Advanced Air Mobility, dedicated to transforming how people travel. As an industry leader, EVE is crafting a comprehensive ecosystem of cutting-edge products and solutions, where state-of-the-art eVTOLs are seamlessly integrated with safe operations and optimized agnostic systems, including modern air traffic management,” Bhatia said in a statement.  

She added: “I am proud to become a part of the talented team at EVE, working collaboratively to advance EVE’s holistic strategy that supports our extensive global customer base that fosters enduring growth.” 

This amount adds to the current Series C round, which was announced in November 2023. However, the original US$116 million raised during this round has since kept growing.  

In July 2024 American Airlines, International Airlines Group (IAG) and ITOCHU Corporation announced additional investment in ZeroAvia, which together with the Scottish investment takes the total to the US$150 million mark.  

The round is co-led by Airbus, Barclays Sustainable Impact Capital and NEOM Investment Fund (NIF), from Saudi Arabia. It is also backed by the UK Infrastructure Bank and previous investors such as Breakthrough Energy Ventures, Horizons Ventures, Ecosystem Integrity Fund, Summa Equity, Alaska Airlines, Amazon’s Climate Pledge Fund and AP Ventures. 

The funds raised this way will help ZeroAvia to move forward along the certification path for its hydrogen powertrain. The startup recently announced that it had initiated ground tests of the new ZA2000 powertrain, its largest to date, designed to power aircraft for up to 80 passengers. 

Interestingly, this is the second major announcement in the field of aviation sustainability involving Scottish companies within a matter of days. On September 4, 2024, Scottish airline Loganair announced a partnership with Swedish hybrid-electric aircraft developer Heart Aerospace to promote electric and hybrid-electric aviation in Scotland and the UK. 

Scotland is playing a rather prominent role in the development of the emerging hydrogen aviation industry in the UK, with the Orkney Islands being a test ground and potential future launch pad for this technology. 

Hydrogen aviation pioneer: Behind the scenes at ZeroAvia’s UK center  

• Sustainability

ByMiquel Ros

“Sustainability is an existential challenge for humanity as it is for our airline industry. Achieving net-zero CO2 emissions by 2050 is a big and complex task. But working together with the broader aviation industry, and with the support of governments, we will get there. WSS is a unique opportunity to bring all stakeholders together to learn, align and take the critical actions needed to galvanize our determination and accelerate progress,” said Willie Walsh, IATA’s Director General.

Key elements to help achieve net-zero CO2 emissions by 2050 being addressed at the WSS include:

• Decarbonization: Focusing on aviation’s transition to net-zero CO2 emissions, including how to develop, scale, and deliver the solutions necessary to decarbonize aviation over the 25 years to 2050. Discussions will address how to build the markets for Sustainable Aviation Fuel (SAF), carbon removals, and other nascent technologies, and the challenges involved in financing such projects.
• Innovation and Technology: Exploring new aircraft technologies and operational innovations with a focus on the practical aspects of implementing new technologies rapidly to advance the industry’s net-zero CO2 emissions goal.
• Policy and Regulation: Examining the global policy landscape aimed at achieving net-zero CO2 emissions, particularly related to SAF, and the complexities of aligning global regulations and harmonizing SAF policies to scale up production and deployment.
• Finance and Transparency: Looking at investment challenges; what are the difficulties and opportunities in financing renewable energy projects and SAF production, and how to make the investment case more attractive to stakeholders. The focus will be on strategies for attracting capital, transferring risk, and on what innovation is needed to finance the industry’s transition to net zero. Transparency will also be addressed as it is an essential part of the investment challenge in terms of fostering informed and science-based decision-making among investors, airlines, and other stakeholders.

“The WSS aims to unite decision makers across the public and private sectors, and across all areas of government, with the objective of decarbonizing air transportation. Aviation’s energy transition needs support beyond transportation ministries as it touches upon nearly all areas of the global, regional, and local economies and societies. Radical collaboration is needed to engage technology, policy, and finance and unite with a single-minded purpose to reach net-zero CO2 emissions by 2050. The mission is urgent, as a multitude of new markets need to reach maturity in the short 25 years to 2050. The WSS is the agenda-setting event that can accelerate progress as we tackle this enormous challenge,” said Marie Owens Thomsen, IATA’s Senior Vice President Sustainability and Chief Economist.

In carrying out the study, the low-cost airline used AI to analyze and model the carbon impact resulting from airspace inefficiencies across all easyJet flights over the past 12 months. The results showed that if airspace was modernized, easyJet alone could achieve over a 10% reduction in emissions through airspace modernization.  

The results revealed that airspace inefficiencies increased CO2 emissions by 10.62% (the equivalent to 663,710 tons of CO2) all because of the current airspace regime across Europe. According to the carrier, the countries with the greatest need for improvement are the United Kingdom, Italy, France, Spain, and Switzerland 

The modeling also showed that excess carbon is being released during all flight phases, with the descent phase particularly inefficient due to poorly designed lower airspace near airports. As a result of the study’s findings, easyJet is appealing for urgent reform to modernize airspace and harness these huge efficiency gains, which could contribute significantly to the industry’s decarbonization targets.  

The analysis, conducted by personnel in the airline’s Flight Efficiencies team, found that a significant proportion of this inefficiency occurs around terminal airspace, particularly during descent, which is largely due to outdated or poorly designed lower airspace. 

The easyJet report states that while airspace inefficiency is a universal issue across the whole of Europe, the greatest inefficiencies for easyJet’s operations were in the UK. Here, seven of the 10 least efficient routes are inbound into London-Gatwick Airport (LGW), with the Southeast of the UK a particular problem area due to high demand and capacity constraints. 

Factors causing inefficiencies  

As part of this project, easyJet carried out a comprehensive evaluation of all airways utilized across its network, to pinpoint the areas of greatest inefficiency and where immediate reform is needed. The greatest inefficiencies included the following airports and routes where the airline says focus must be concentrated.    

Climb phase – the analysis identified London-Gatwick, Milan Malpensa (MXP), Geneva (GVA), Naples (NAP), and Paris-Charles de Gaulle (CDG) as having the most inefficient departures. To improve efficiency, easyJet recommends that airspace must be redesigned to support Continuous Climb Operations (CCO), enabling aircraft to reach cruising altitude more efficiently. 

Cruise phase - the upper airspaces over Italy, the United Kingdom, France, and Spain have been identified as some of the most problematic regions in Europe says the airline. These areas face significant inefficiencies due to outdated procedures, complex routing, and limited airspace flexibility. To improve efficiency in these upper airspaces, it’s crucial to expand Cross-Border Free Route Airspace (FRA) Operations to allow for more direct routing and reduce fuel consumption. 

Descent phase – inefficiencies are particularly notable in the United Kingdom, Italy, Switzerland, and France, where arrival procedures result in extended flight times and increased fuel consumption says easyJet.  

The carrier added that, notably, the recently redesigned arrivals in London the recently redesigned arrivals in London Luton (LTN) and Milan Malpensa have proven to be less efficient than the previous procedures, adding an average of 10 minutes to planned flight times. These inefficiencies are often due to overly complex procedures that prioritize controller workload over operational efficiency.  

Study recommendations  

To improve descent inefficiencies, the company recommends the redesign of arrival procedures with a focus on reducing track miles, implementing Continuous Descent Approaches (CDAs), and minimizing level-offs. 

easyJet said that the study highlights key areas where changes must be implemented to ensure emission cuts can be achieved in the short to medium-term  

In the UK, the completion of an airspace modernization program in the UK will ensure that there is a single entity responsible for the timely delivery of the program. Meanwhile, across Europe, easyJet plans to collaborate with individual countries, Air Navigation Service Providers (ANSPs), and airports to identify ways to solve these inefficiencies. 

To unlock the over 10% efficiency gain in airspace operations, easyJet’s model indicates a need to put in place structural changes that modernize outdated airspace and remove historic constraints. The quickest wins can be achieved by redesigning lower airspace procedures, such as Standard Terminal Arrival Routes (STARs) and Transitions, to better align with modern aircraft capabilities. Implementing Required Navigation Performance with Authorisation Required (RNP-AR) approaches at more airports will also bring significant improvements.  

These procedures, already successfully deployed in Scandinavia, offer highly predictable tracks that avoid overflying densely populated areas, reducing both noise pollution and environmental impact. 

What does the airline say? 

“Airspace modernization is the quickest and most cost-effective way to reduce carbon emissions, but the process is being shackled by needless bureaucracy,” says Johan Lundgren, CEO of easyJet.    

“Our data proves that the airspace corridors we use today, which were built in the 1950s, are simply no longer fit for purpose. Adapting them to be more efficient would not only be significant in terms of CO2 reduction but also for journey times and improving the experience of passengers. 

“This issue cannot be kicked down the road any further. If we’re serious about achieving net zero, policymakers and regulators need to come together to find a route to unlock these significant gains, and now. 

The tax, which has been in effect in the Scandinavian country since 2018, represents a levy of between SEK76 and 504 (approximately US$7.4 – 49) depending on the destination, on each airline ticket for flights arriving or departing Swedish airports (transit passengers are exempt). 

This measure still needs to be voted upon in the Swedish parliament, where it is expected to pass given that the current government has a majority. 

The current Swedish government has defended the measure stating that it will boost economic activity and the competitiveness of the Swedish air transport sector while adding that it remains committed to the sector’s decarbonization. 

The move represents a departure from the policies of other European governments, which have tended to introduce or increase taxes on air traffic, often on environmental grounds.  

The decision has been even more surprising because Sweden, which is the home country of famous environmental activist Greta Thunberg, was one of the first countries in Europe in which air travel became a prime target of environmental activism. The Scandinavian country also gave rise to the so-called “flygskam” (“flight shame”) movement which aims to reduce air traffic by shaming people for the environmental impact of the flights. 

While it has raised eyebrows among environmental organizations, the decision to scrap the aviation tax has been welcomed by the Swedish air travel sector as well as by the broader international airline industry.  

Airlines such as Ryanair or organizations like the International Air Transport Association (IATA) have published press releases endorsing the measure.  

Loganair’s fleet and route network provides short-haul services across the Highlands and Islands of Scotland. Combined with the carrier’s long-standing commitment to decarbonization, this makes this airline an interesting prospect in relation to low emissions aircraft like the ES-30. 

This hybrid-electric aircraft, which is still under development, is expected to be able to carry between 25 and 30 passengers on distances of between 400 and 800 kilometers, depending on payload.  

It will also be able to cover up to 200 kilometers when flying in fully electric mode, a range that could potentially be sufficient for many of Loganair’s routes within Scotland. 

In a partnership announcement made public on September 4, 2024, both Heart Aerospace and Loganair pledged to engage in conversations with the governments of the UK and Scotland in order to advance the cause of electric propulsion.  

Loganair will also join Heart Aerospace’s Industry Advisory Board, which gathers together airlines, airports, governments and other firms in the aviation industry with the aim of promoting the decarbonization of air travel. 

Loganair was put on sale by its private owners, but the process was put on hold and then stopped in October 2023. The Scottish airline has been an active player in the UK’s green aviation ecosystem and has been collaborating with initiatives such as Project Fresson to develop a hydrogen-powered aircraft.  

In fact, Loganair has expressed its willingness to become the first commercial operator of the hydrogen-powered Britten-Norman Islander plane. This zero-emissions aircraft is currently being developed by Cranfield Aerospace Solutions, a sustainable aviation firm that was spun off from the eponymous university. 

In doing so, ANA has become the first individual airline to operate both passenger and freighter variants of the Boeing 777 featuring this innovative surface technology.  

The first modified Boeing 777F (with registration JA771F) operated by ANA began scheduled cargo flights on behalf of the carrier on September 2, 2024. The airline plans to extend the AeroSHARK technology to one of its passenger Boeing 777 aircraft (registered as JA796A) by spring 2025, “further evidencing ANA’s commitment to investment in fuel-efficient technologies that reduce emissions”. 

AeroSHARK, a joint innovation developed between Lufthansa Technik and BASF, the German chemicals giant, is a functional surface film inspired by the drag-reducing structure of sharkskin. The film features ribs around 50 micrometers in size, called ‘riblets’.  

Under the close guidance and supervision of Lufthansa Technik, ANA’s appointed MRO (Maintenance, Repair, and Overhaul) partner has recently applied several hundreds of square meters of these riblet films to the fuselage of JA771F. The aircraft operated its first flight with the new technology following retrofitting with the first AeroSHARK-optimized flight from Tokyo-Narita (NRT) to Chicago-O’Hare Airport (ORD) on September 2, 2024. 

According to an ANA statement, although the riblet modification is almost invisible, it is expected to deliver significant fuel and emissions savings. The contracted Boeing 777F and 777-300ER aircraft will have nearly the entire fuselage covered with the sharkskin-inspired film, resulting in estimated annual savings of approximately 250 metric tons of fuel and 800 metric tons of CO2 for each aircraft. 

“The introduction of AeroSHARK technology on our Boeing 777 aircraft marks a significant milestone in our sustainability strategy, in support of our broader goal of reducing carbon emissions across our fleet,” said Kohei Tsuji, Executive Vice President, Engineering and Maintenance Center at ANA.  

“We are proud to be the first airline in the world to implement this innovative technology to both passenger and freighter versions of the Boeing 777, reinforcing our dedication to delivering excellence and reducing our carbon footprint,” he added. 

Further evaluation underway 

As ANA begins operations with two Boeing 777 equipped with riblet films, the airline will validate the effectiveness of this technology in ANA’s daily operation, with plans to expand its use across other aircraft of the same type.  

This initiative is part of the ANA Group’s medium- to long-term environmental strategy, which includes the broader “ANA Future Promise” initiative aimed at realizing a sustainable society and promoting ESG management. 

“Drawing inspiration from nature is deeply rooted in Japanese arts and culture. Therefore, what airline could be a better fit for our nature-inspired AeroSHARK than the world-famous ‘Inspiration of Japan’?” said Dennis Kohr, Senior Vice President of Corporate Sales Asia Pacific at Lufthansa Technik. “We are delighted to extend our long-lasting and fruitful cooperation with All Nippon Airways onto a proven solution to reduce their carbon footprint. I am confident that AeroSHARK will support ANA in becoming an ever-greener ‘Inspiration of Japan’.” 

Lufthansa Technik currently holds Supplemental Type Certificates (STCs) for the AeroSHARK modification of various types of Boeing 777, which is now being adopted by various airlines across the globe. Approximately 20 long-haul aircraft are already operating with the technology in worldwide service, with this number growing steadily. 

According to a joint statement issued by BASF and Lufthansa Technik, the companies “remain committed to further developing AeroSHARK to help more airlines achieve their sustainability goals. Current efforts include expanding approvals to additional aircraft types and covering larger surface areas”.  

The companies have stated that initial model calculations suggest that sharkskin technology could potentially reduce CO2 emissions by up to 3% in its maximum expansion stage. 

Allen will be taking the reins from John S. Langford, Electra.aero’s founder and, until now, Chairman and CEO. Langford will remain in the company in the position of Chairman, from which he will continue to shape the company’s long-term strategy. 

This management change takes place as Electra.aero accelerates the development of its eSTOL aircraft, for which, the startup claims, it has received already over 2,000 orders. In addition to the start of the flight-testing program of its small-scale two-seater Goldfinch demonstrator, Electra-aero has also begun to work together with both the US Army and Navy in evaluating military uses for the aircraft. 

Electra.aero is betting on the ability of its future nine-seater hybrid-electric aircraft to open up point-to-point regional air travel markets by operating from short, and currently underused, local airports.  

Few other topics are currently being discussed as intensively and emotionally as the “ecological footprint” of various transportation systems, usually reduced to more or less correct figures on CO2 and NOx emissions. Such discussions often result in highly simplified statements such as “taking the train is environmentally friendly”, “driving a car is harmful to the environment” and “flying is even more harmful”.

The fact that an appropriate evaluation is much more complex and that it is not sufficient to measure only the exhaust gases at the tailpipe in order to take the environmental aspect adequately into account will be illustrated in this study. Previous approaches to assessing and comparing greenhouse gases (GHG) emissions in a broader context have primarily aimed to include not only short-term emissions but also their long-term climate impact. The approach described here aims to evaluate transport sector emissions holistically, including ALL necessary infrastructure components. Emissions that so far have been attributed to “industry” or “the construction sector” are now attributed to the specific transportation system and assigned to the respective transportation service provided, as long as they are directly related to the provision of that service. For example, large amounts of steel and aluminum are needed in the construction of trains, cars or airplanes, concrete and steel in the construction of roads, bridges, tunnels, runways. If the cause-effect relationship of each transportation system is appropriately taken into account, the energy consumption and pollutants produced by concrete and steel for highway bridges must be allocated to the energy and pollutant balance of the road transport mode; if the structures are railroad bridges or tunnels, they must be allocated accordingly to railway transportation, and the concrete for airport runways must be added to the balance of the aviation transport system. This approach is very complex, but even a few examples prove that it is not sufficient at all to measure only the direct exhaust gases at the tailpipe in order to take adequate account of the environmental aspect.

For the four major transport systems – road, railway, air and water – Table 1 shows which components the respective systems require to provide a transport service.

Table 1: The four basic transport systems and their respective necessary components

Each of these systems requires an actual means of transport, i.e., cars, trains, aircraft and ships. Likewise, all systems require their own specific infrastructure, which can be divided into a “node” infrastructure (train stations, airports, ports, parking lots, etc.), a “route” infrastructure (road network, railway network, waterways, etc.) and a “control” infrastructure (signal boxes, signal systems, traffic lights, traffic signs, air traffic control systems, lighthouses, buoys, etc.). Furthermore, the table lists the energy sources for the propulsion of the respective means of transport.

To be clear from the outset: Not all the figures that would be necessary to correctly determine the CO2 footprint of an individual airport or the entire railway or highway network that has already incurred in the construction are available or even known. Until a few decades ago, CO2 was considered a naturally occurring, non-toxic, invisible and odorless gas to which no real relevance was attached. It was only about 20 years ago that awareness of the greenhouse gas effect of CO2 was first raised.

However, this important and correct change in perception and assessment now even more needs to be adequately considered in current and future decisions on mobility and transportation systems.

In the industrial field, the largest energy consumers and CO2 emitters include the steel industry, aluminum and copper production, and the cement and concrete industries. To produce one ton (1,000 kg) of steel in a blast furnace, around twenty gigajoules (GJ) of energy are required, equivalent to around 5,600 MWh (megawatt hours). Since the energy for steel production comes primarily from (fossil) coke (coal), the production of one ton of crude steel generates more than 2 tons of CO2. This is only the energy and pollutant balance from the blast furnace and coke plant process; everything else that occurs in the rolling mill or during further refinement of the raw material steel must still be added in each case. The carbon footprint for aluminum or copper are even more negative than for steel; depending on the primary energy used, between eight and 12 metric tons of CO2 are emitted to produce one ton of pure aluminum, for copper it’s more than six tons on average, with a rather large span depending on the production method.

Contrary to widespread belief, rail travel is by no means environmentally friendly when viewed from a holistic system perspective. The tunnel- and bridge-intensive routes for high-speed trains in particular cause millions of tons of CO2 during construction, which is primarily due to the huge quantities of steel, concrete and copper required. One kilometer of track alone requires 120 tons of rail steel, for which 240 tons of CO2 have already been emitted in the blast furnace and coking plant process alone. For high-speed lines, the amount of CO2 per PKM is often in the three-digit gram range from the construction of the line alone!

Ultimately, it is always necessary to look at the total amount of CO2 produced, taking into account all infrastructure components and the transport volume provided over time. Transport volume is measured in PKM (person kilometer) or TKM (ton kilometer). Motorized Individual Traffic (MIT) in Germany amounts to around 967 billion PKM per year, that of rail transport to around 96 billion PKM; in other words, 10 times as many PKM result from car travel compared to train travel!

“Simple truths” such as those mentioned at the beginning of this text collapse like a house of cards in a draught when viewed holistically. When has it ever been pointed out that the CO2 emissions from the production of an average car alone account for 33 grams of CO2 for every PKM driven, which must be added to the average 85 grams of CO2 from the exhaust pipe? In the case of electric vehicles, the production-related CO2 impact is currently even higher, as battery production is still very CO2-intensive. The background to these enormous “hidden burdens” per PKM is above all the incredible inefficiency of motorized individual transport (MIT). With an average driving time of just one hour per day (the car is parked for 23 hours and requires parking space) and an average utilization of just 1.5 of the five available spaces, this results in a calculated utilization efficiency of 1.25%. If such poorly used cars with combustion engines are replaced by equally poorly used electric vehicles thanks to state subsidies of up to 9,000 euros, this may help the automotive industry, but it does nothing to reduce CO2 emissions.

The distortions in public perception become even more drastic when the construction of the infrastructure is taken into account. High-speed rail lines in particular, which are mainly made of concrete, steel and copper and often run through very long tunnels and over high valley bridges, cause millions of tons of CO2 during construction. The blanket statement that rail travel is environmentally and especially climate-friendly can therefore only be dismissed as a “spinach fallacy” of the 21st century, because a false statement does not become correct through constant repetition. (For decades in the 20th century, “experts” repeatedly claimed that spinach was a vegetable particularly rich in iron. This statement was based on a miscalculation or decimal point error in the first scientific analysis around 1890. After that, this false claim was only ever copied and quoted. It was not until 1981 that this myth was “debunked”.)

For the aviation transportation system, the table above shows another important finding: for the transportation systems of aviation, the ecological and economic costs of route infrastructure are zero. The air between two airports never needs to be built or maintained. This has a significant impact on the overall ecological balance of the transportation systems. (By the way, the same is true for shipping across the oceans.)

Looking at the table and all relevant systems components show, how important it is to have a system-oriented view when assessing, comparing and discussing ecological footprints of transport systems.

Mobility is complex. Mono-causal thinking does not provide any solutions.

It is definitely possible to save tens of millions of tons of CO2 every year in the mobility sector without anyone having to give up their usual level of mobility. The decisive lever for this is more efficient mobility, rather than simply ignoring CO2 emissions caused by the construction and maintenance of transport infrastructure in the calculation does not help anyone, let alone the climate.

Objectively speaking, it is neither justified nor helpful to demonize certain means of transport and hail others as the solution to all future problems. There is an urgent need to think holistically across the entire process chain, to keep an eye on all the necessary infrastructure components and to consider complex cause-and-effect relationships without ideological blinkers.

A non-ideological open-mindedness towards new findings, processes, methods and technologies is absolutely essential in order to avoid always being on “well-trodden paths” in the future. The discussion on the mobility concepts for the future must be consistently objectified across all boundaries and be based on scientific principles and what is technically feasible. Emotions and ideologies and the categorical adherence to what has proved successful in the past but is more of a hindrance in the future will not get us any further in this important debate.

The Seattle-based firm defined the retrofit design for the demonstrator aircraft, known as Preliminary Design Review (PDR), back in February 2024.  

This was followed by ground testing at NASA’s Electric Aircraft Testbed (NEAT) facility in Sandusky, Ohio, in April. Then flight testing with the still unmodified Dash 7 aircraft took place in June, in order to collect baseline data. 

The next stage is the replacement of one of the aircraft’s existing conventional turborpops with a magniX electric powertrain. Flight tests with one electric engine will then be undertaken starting in 2026, to be followed by the retrofit of a second engine. 

The expectation is that magniX retrofit will reduce fuel consumption by up to 40%. 

NASA’s Electrified Powertrain Flight Demonstration Project was launched in 2021. For its participation, magniX is receiving $74.3 million over a period of five years to explore the potential use of hybrid-electric technologies to power commercial aircraft. 

The Dash 7 aircraft that is used as a testbank was provided by Air Tindi, a regional airline that mostly serves remote communities in Canada’s far north. 

MagniX, one of the leading players in the field of electric propulsion for aircraft, has unveiled a De Havilland Canada DHC-7 Dash 7 demonstrator that it will be using in NASA’s Electrified Powertrain Flight Demonstration program (EPFD). 

This announcement marks the latest in a number of milestones that MagniX has been achieving within the framework of its collaboration with NASA.  

The Seattle-based firm defined the retrofit design for the demonstrator aircraft, known as Preliminary Design Review (PDR), back in February 2024.  

This was followed by ground testing at NASA’s Electric Aircraft Testbed (NEAT) facility in Sandusky, Ohio, in April. Then flight testing with the still unmodified Dash 7 aircraft took place in June, in order to collect baseline data. 

The next stage is the replacement of one of the aircraft’s existing conventional turborpops with a magniX electric powertrain. Flight tests with one electric engine will then be undertaken starting in 2026, to be followed by the retrofit of a second engine. 

The expectation is that magniX retrofit will reduce fuel consumption by up to 40%. 

NASA’s Electrified Powertrain Flight Demonstration Project was launched in 2021. For its participation, magniX is receiving $74.3 million over a period of five years to explore the potential use of hybrid-electric technologies to power commercial aircraft. 

The Dash 7 aircraft that is used as a testbank was provided by Air Tindi, a regional airline that mostly serves remote communities in Canada’s far north. 

For twenty years or more, electrifying everything has been at the top of climate change action plans. Mark Z. Jacobson’s 100% Renewables by 2050 modeling has spelled out the climate, air quality and economic advantages globally. Thought leaders including Saul Griffith, Hans-Josef Fell, Fatih Birol, and Mark Diesendorf from have been focused on this key solution as well.

It’s at the top of my Short List of Climate Actions That Will Work As Well. And it’s true across the transportation segment as well. All ground transportation — except for tiny niches like vintage cars — will be grid tied or battery electric. Bulk shipping will plummet with peak fossil fuel demand and batteries will power all inland and most short sea shipping, and biodiesel will power the rest.

But what about aviation? Those aluminum pressurized tubes hurtling through the air, 38,000 feet high, at a significant portion of the speed of sound, carrying hundreds of souls destined for work and play around the world?

Aviation is an outsized source of greenhouse gas emissions, but that’s not only due to burning kerosene. It also creates contrails, those evocative dual cloud strips in the sky, one of twenty of which are global warming disasters. And anything burned in our nitrogen-rich atmosphere creates laughing gas — nitrous oxide — which isn’t funny at all when we consider that it is 273 times more potent a greenhouse gas than carbon dioxide. A little goes a long way, and while ammonia fertilizer for agriculture is the worst nitrous oxide emissions offender, aviation contributes as well.

A common refrain from the aviation industry is that batteries aren’t fit for purpose for aviation. That’s inaccurate. They aren’t fit for all aviation purposes and will lead to business model and route changes, but they will be a much bigger part of aviation decarbonization than most analysts suppose.

How do we read this graph? What does it tell us?

The first thing is that COVID-19 was a discontinuity in aviation growth and a fundamental transformer of the market. The 2019 to 2020 plunge in flights was real. It didn’t recover much in 2021 or 2022, not nearly as much as aviation marketers pretended. In a year or two, the post-COVID picture will be clearer and I’ll update this.

The second thing is that growth projections for aviation from the industry are not realistic. IATA and Boeing are projecting over 4% compounded annual growth for the next 20 years, and that’s not supported by anything other than pre-COVID curves projected linearly into the future. The extraordinarily rapid growth from the 1980s to 2019 was fueled by extraordinary changes in the global economy, but that period has come to an end.

The reasons for flatter demand are systemic transformations in our global economy. They include China’s transportation patterns, the end of China’s massive, double-digit growth, slower growth of non-China developing economies, peak population, remote work, increased costs of flights and more.

Is my projection of flatter growth accurate? No, of course not. The error bars are large. I will be off, likely by increasing amounts, with each decade. As with all my scenarios, all I assert is that they are less wrong than other projections.

Batteries, even in my battery-pessimistic scenario, will be sufficient for 70% of flights. Three-quarters of flights average 3,000 kilometers or less, and with silicon battery energy densities and hybrid SAF generators, 3,000 kilometers range with divert and reserve is achievable by 2040. Battery electric aviation will always have materially lower operation and maintenance costs, so any routes that can electrify, will electrify. This is an empirically proven truism, so repeat it to yourself regularly: anything that can electrify, will electrify.

I discussed earlier iterations of the aviation scenario with global experts on aviation demand, aerospace engineers and battery technologists. As I look back on my first version from three years ago, it hasn’t changed significantly. I have normalized the units to tons of kerosene to align with the maritime shipping scenario, and added the battery pessimistic scenario.

Peak fossil kerosene in 2030 will be below 2019 levels, or if not, so close to them as to be indistinguishable. The days of fossil fuel demand growth from aviation are over. There is room to remove fossil fuels from the mix more aggressively, something I’ll reserve as a consideration for future versions.

Sustainable aviation biofuels will dominate the next couple of decades of decarbonization. Biases against biofuels were fed by inadequate solutions and issues in the 2000s, but those biases will continue to fade. Modern biofuels will be made mostly but not always from waste biomass from our agriculture, food, lumber and livestock industries. 

There’s more than enough waste biomass for long haul aviation and shipping requirements, which in my scenarios including this battery pessimistic scenario only add up to 180 million tons of diesel or kerosene annually. There are no land use or food concerns in an electrification heavy world, one where ground transportation, the vast majority of heating and electrical generation consume no fossil fuels. 

There will be large pockets that are slower to accept this, for example the European Union, which is explicitly against crop-based biofuels but considers pelletizing forests for thermal electrical generation to be low-carbon. These will pass with time.

Battery electric aviation will eat the aviation market from the bottom. Regional air mobility will see fixed wing, conventional take off and landing pure electric and hybrid electric planes activating the thousands of smaller commercial airports that are underused. The useful parts of advanced air mobility — autonomous flight and digital air traffic control — will enable cargo and then passenger flights with even lower operational costs.

Origami electric rotorcraft like Joby and Archer will fail and much simpler electric rotorcraft scaling up from the drone market will continue to displace the helicopter market, taking more and more lifting burdens from crewed helicopters. That’s occurring today, with UAVs inspecting bridges, acting as aerial photography platforms, seeding and spraying fields, reforesting rugged terrain, carrying solar panels to hillside mounts and ferrying medical supplies to remote villages. 

Volocopter, while at least avoiding the worst design excesses of the space, still failed to launch its one-passenger, zero-luggage curiosity ride at the Paris Olympics, something the rest will experience over and over again until investors’ money is gone. Simple passenger rotorcraft will be viable in the late 2030s, but none of the current entrants in the space will be around.

Each decade will surprise us again with battery advances. This year saw battery energy densities from CATL and others that serious analysts thought wouldn’t be on the market until 2050. It also saw battery prices below US$100 per kWh with CATL’s price list having lithium iron phosphate (LFP) batteries at $56 per kWh for fourth quarter delivery. Sub-$100 prices weren’t expected until 2030, and although LFP batteries aren’t suitable for aviation, that’s a clear signal that prices will continue to plummet as energy densities continue to climb.

In my battery-optimistic scenario transoceanic electric passenger flight will be viable starting in 2070. After that, a 30 year process of replacement of aircraft with engines with truly zero carbon equivalent, low noise battery electric drive trains would occur.

Sharp eyes studying the projection through 2100 will have noticed that hydrogen is a fraction of everything else, as well as the lack of synthetic Jet-A kerosene, with only biokerosene in the mix.

The hydrogen demand curve is simple. Biofuels need hydrogen as part of their processing for hydrotreating and hydrogenation. The amounts aren’t huge, with HEFA requiring 36 kilograms per ton of biofuel for example. Most of the hydrogen and carbon energy in the kerosene will come from the biomass we use to make them, provided by nature’s beneficence. Hydrogen is an industrial feedstock for biofuels, not an energy contributor. Aviation is already bunkering millions of tons of SAF biofuels, with Neste alone providing 1.5 million tons to Changi Airport in Singapore.

Hydrogen is a dead end as an aviation fuel. Gaseous hydrogen is far too low energy density by volume to provide any range. There is no path to certification for liquified hydrogen at 20° above absolute zero in the fuselage with human beings. There is no path to balancing center of gravity with liquified hydrogen inside a narrow body fuselage as it is consumed, so planes that flew any distance would nose down and fall out of the sky. The logistical complexity and cost of liquified hydrogen in aviation quantities in airports precludes its use.

As for synthetic fuels made from electrolyzed hydrogen and carbon captured from somewhere? Much more expensive than biofuels or batteries, so they just won’t be purchased, exactly as with maritime shipping, never mind fully electrified ground transportation. The International Energy Agency’s late 2023 update on e-fuels makes that clear, with costs for e-kerosene 5-6 times that of current Jet-A prices, and double biokerosene SAFs.

What about contrails? Flight path alterations driven by improved sensor sets and AI will negate the small percentage of contrails with the greatest global warming impacts.

This leaves nitrous oxides from jet biofuels as the remaining but much diminished concern. For the 70% of flights which will be battery electric even in the pessimistic scenario,  emissions of nitrous oxides will not occur. The battery optimistic scenario would eliminate all contrails and nitrous oxide emissions.

Aviation will not grow nearly as quickly as it has in the past. Batteries and biofuels, in hybrid powertrain, fixed-wing aircraft will be quiet, low-carbon, low-maintenance and low-cost solutions to the remaining challenge. And the biokerosene all major manufacturers are certifying on today will bridge existing airframes and keep us crossing oceans. 

The project, which also has the backing of the government of the state of Queensland, where the plant will be located, will expand Australia’s SAF production capacity through the use of LanzaTech’s CirculAir process technology. 

This production pathway uses an existing source of waste carbon, such as certain industrial processes or municipal solid waste, and converts it into ethanol. Through the Alcohol-to-Jet (ATJ) technology this ethanol is converted into a drop in fuel that can be blended with conventional jet fuel and used to propel aircraft. 

This is not the only Australian project to involve LanzaJet. In February 2024, the US firm announced a partnership with local sustainable energy firm Jet Zero, Airbus and Qantas to develop another Alcohol-to-Jet SAF plant in the state of Queensland, using agricultural waste, particularly from sugar cane, as feedstock. 

Australia’s largest airline Qantas has committed to using a blend of 10% SAF to power its fleet as early as 2030. This will require a significant expansion in the country’s SAF production capacity. 

E-VTOL frontrunners Joby Aviation, Lilium, Wisk Aero and Supernal presented stunning displays at the five-day event. In doing so, they breathed life into the future flight concept that – for the moment, at least – still remains a dream.  

On Day Two of the air show, AeroTime caught up with Lilium’s CEO Klaus Roewe for a chat inside an exact replica of the Lilium Jet. Roewe spoke about how 29+ years at Airbus has shaped his approach to the aircraft’s development, plus the firm order with Saudia announced only days earlier.  

An enthusiastic Roewe said: “The stand has been ultra crowded. It’s a combination of customers, people that want to invest, companies and politicians. It’s vibrant. Customers come with lots of ideas and fresh questions.” 

There was unquestionably huge excitement surrounding the eVTOL developer displays at Farnborough this year, with crowds vying to climb on board to see inside the aircraft and invitations from other global air shows in abundance. 

Farnborough was a blast!

The #airshow brought together the best of #aerospace and #aviation. Have a little look at some of our favorite moments from last week right here.

Upwards and onwards! #Lilium #eVTOL $LILM #FIA2024 @FIAFarnborough pic.twitter.com/BEGL6IPKrV

— Lilium (@Lilium) July 31, 2024

The Lilium team arrived at Farnborough Air Show feeling buoyant, after securing a firm order from the Saudi Arabian flag carrier Saudia for up to 100 Lilium Jets.  

While a Memorandum of Understanding (MOU) or Letter of Intent (LOI) is not uncommon within the eVTOL sector, a firm order from a legacy carrier remains the Holy Grail.  

Tentatively, Roewe said: “I would dare to say maybe it’s the only one in the industry.”  

According to the Lilium CEO, the first contact the company had with Saudia was in 2021. After a year of discussions, an MOU was agreed on in October 2022.  

Then, on July 18, 2024, after almost two years of negotiations, Saudia and Lilium announced that a firm order had been placed. 

Roewe explained: “I would say it was even kind of fast, because when you sign a deal on a known product with a new customer, like the A220 from my past, it takes two to three years. In this case, it’s a completely new product, with completely new technology and it’s a completely new business model. So, getting there with a legacy carrier like Saudia in two and half years was really speedy.”  

According to Roewe, there was “no difference” between this contract with Saudia and the ones previously signed while he was based at Airbus. 

Roewe said: “It lays out all commercial conditions. There are penalties if you don’t reach the performance, and there’s pre-delivery payments.” 

Saudi Arabia currently has its focus firmly fixed on Vision 2030 and an overarching strategy of attracting more visitors, tourists, entrepreneurs and pilgrims each year. 

The Saudia order is part of that vision, and Roewe is very aware that there is “no movement for failure” in ensuring the aircraft arrive on time. 

However, Roewe brims with pride when talking about the Lilium Jet. He is a staunch believer in the aircraft and its superiority to other options available on the market.  

Roewe said: “It’s the most advanced eVTOL in the industry, a different design from anyone else, because we are flying on jet engines while everyone else flies on rotors. We have 30 engines. They provide thrust, lift and control. This means we have no other movable parts on the aircraft, which makes it physically very simple.” 

“It’s meant to fit into each and every heliport, which is why we have 14 meters of wingspan. The charger is a conventional automotive charger. We don’t need anything sophisticated. No ground cooling system, it’s all done by the aircraft itself.” 

According to Roewe, the Lilium Jet will fly for less than two euros per km per passenger, making the aircraft a “very competitive price proposal compared with ground transport”. 

The CEO said: “You can lose many of the engines and can still control the aircraft. You can lose two battery packs and still fly safely.” 

Born in Nordhorn, Germany, Roewe spent “30 years, minus two months” with Airbus. His time there has left an indelible mark on his approach to work at Lilium since starting his current role in 2022.  

‘I am not saying I am doing a copy and paste of Airbus but there was a lot of excellence’

During his tenure at Airbus, he had the experience of leading every step along the life cycle of an aircraft.  

Roewe said: “I was there from the outset of the A320neo development. I led it from its first day to certification. I led it from its first production aircraft to a rate of 60 per month and I led it from the first aircraft into service.” 

“So, I have seen end to end what it means to make a customer happy and that is the approach I am taking now. That’s why we are looking so much now into how we get the training, the network, materials supply and how we get digital services.” 

However, Roewe is far from naive. He knows that ultimately Lilium is a world away from Airbus, requiring its own unique approach, with no blueprint to turn to.  

The CEO said: “I am not saying I am doing a copy and paste of Airbus but there was a lot of excellence at Airbus. It can’t be wrong to transfer this into the product, but you also must adapt it, because the needs are different.”    

‘We are running after the quality of the order book’

Roewe believes that, during the first three years, the Lilium Jet will operate within the high-end tourism sector, with this reflected in orders from companies active across the French Riviera, the Red Sea and Spain.  

It was of significance that the Lilium mock-up eVTOL display at Farnborough was set out in its ‘club cabin’ configuration, with four seats for maximum comfort and space.  

Beyond those first three years, Roewe anticipates that the six-seater model will become more prominent, as shuttling customers from airports and between cities becomes more in demand. 

Roewe estimates that in the long term, 85% to 90% of sales will be for the six-seater and 10% to 15% for the four-seater option. 

But with so much interest building around the main eVTOL developers, how does Lilium ensure that its focus remains on serious clients like Saudia and Lufthansa? 

Roewe said: “We have a sales and marketing team, we know certain regions and types of customers that could be of interest. We have a lot of people approaching us and we can’t complain. We are a small company with a small sales team, we need to really manage our energy. When you really want to engage with a company like Saudia, it takes a lot of resources.” 

For Roewe, it’s important that Lilium has agreements with a wide range of customers who come from a variety of locations, whether that’s the West Coast of the United States or China.  

The CEO said: “We are running after the quality of the order book. I don’t need 2,000 worthless MOUs. I’d rather have 500 healthy firm orders with customers that have the capacity and intent to operate the aircraft. That is what we are after.” 

On July 15, 2024, during the delivery-in-place handoff at its flight test facility in Salinas, California, Archer Aviation announced that a team of USAF personnel had worked alongside the eVTOL developer’s flight test team to ramp up flight operations 

For the past few years, Archer has been working with the USAF to help the AFWERX Agility Prime program assess the transformational potential of eVTOL technologies on the vertical flight market.  

Ties between the two were strengthened in July 2023, when the USAF invested $142 million in Archer. 

The agreement included the purchase of up to six Archer’s Midnight aircraft, plus commitments to share additional flight test data and certification related test reports.  

Pilot training and the development of maintenance and repair operations were also part of the agreed contract. 

The first aircraft delivery comes after the US Department of Defense accepted Midnight’s military airworthiness assessment last month. This critical approval confirms the aircraft’s readiness for flight testing by AFWERX. 

In a statement, Archer said: “This allows AFWERX to conduct government-directed testing of the aircraft for the U.S. Air Force and validate operational and military-specific mission concepts.” 

At Archer’s flight test facility, the two teams executed simulated medical evacuation, cargo, intelligence, surveillance and reconnaissance flights. 

“This delivery represents a pivotal moment not only for Archer but for the future of military aviation,” said Adam Goldstein, CEO of Archer Aviation. “Together, our goal is to prove Midnight’s potential and ensure the United States continues to lead the way with the world’s most advanced technology.” 

According to Archer, the Midnight aircraft is expected to provide a much safer and quieter alternative to helicopters, while being more cost-effective for the US military to transport, operate and maintain in the field.   

Archer’s Midnight aircraft has the potential to significantly enhance our operational capabilities,” said Col. Elliott Leigh, AFWERX Director and Chief Commercialization Officer for the Department of the Air Force. “We look forward to continuing our work with our industry partners as we explore the ways that this advanced aircraft can contribute to the mission.” 

Aircraft such as Typhoon jets and Poseidon submarine hunters, operating from RAF Lossiemouth in Scotland, are now partially powered by SAF. This development is part of ongoing efforts to reduce carbon emissions while maintaining national security. 

Between November 2023 and February 2024, the RAF received four million liters of blended SAF through a contract with World Fuel Services, with a further five million liters scheduled for delivery by October 2024.  

RAF Lossiemouth, one of the UK’s busiest RAF stations, plays a key role in the country’s defense, with Typhoon aircraft on constant alert as part of the UK’s Quick Reaction Alert. 

According to the RAF, the introduction of SAF follows a 2020 update of the UK Ministry of Defence’s aviation fuel standards. These standards allow up to 50% sustainable sources in fuel mixes for defense aircraft, with the goal of reducing aircraft carbon emissions by up to 80%. 

“We remain at the forefront of this important work with industry partners, and introducing sustainable aviation fuel to one of our busiest stations demonstrates our commitment, bringing defence and industry together to reduce our carbon footprint,” Air Vice-Marshal Shaun Harris stated. 

This development is part of the RAF’s ongoing fuel trials. On November 16, 2022, an RAF Airbus A330 MRTT Voyager completed a 90-minute flight powered entirely by 100% sustainable aviation fuel (SAF). 

Airbus is working with several operators towards the certification and operational use of 100% SAF in military aircraft. In July 2022, an A400M transport aircraft conducted a test flight using 29% SAF in one of its engines at Airbus’ San Pablo plant in Seville, Spain. 

In a ceremonial trial event on August 14, 2024, an A321neo from the airline’s fleet, operating flight 5J 5063 from Narita International Airport NRT to Cebu, connected to the airport’s newly installed BME system. 

According to Cebu Pacific, the technology includes a fixed power unit (FPU) and a pre-conditioned air (PCA) unit, providing ground power and cabin cooling without relying on the aircraft’s jet fuel-powered auxiliary power units (APUs). This system helps airlines reduce costs and lessen their environmental impact.

The airport installed the FPU and PCA units under the Passenger Boarding Bridge to ensure ease of use during aircraft servicing. This move is expected to lessen fuel costs, reduce APU maintenance costs, cut carbon emissions, decrease airport noise levels, and improve operational safety and efficiency.

“Cebu Pacific fully supports Mactan Cebu International Airport’s ground power initiatives. This represents a crucial step in creating a sustainable future for Philippine aviation. We are honored to be the first airline to use this technology at CEB Airport,” Lei Apostol, Vice President for Customer Service Operations at Cebu Pacific, said in a statement.

As the pioneer airport in the Philippines to use FPU and PCA units, Cebu Airport is dedicated to reducing its overall ecological footprint and ensuring a safe, efficient working environment.

“International airports like Hong Kong, Zurich, Dublin and Munich have adopted these innovative solutions to minimize their ecological footprint, and MCIA is thrilled to join these airports and hopeful about its impact in the global sustainability movement,” said Aboitiz InfraCapital GMR Megawide Cebu Airport Corporation Chief Executive Officer, Athanasios Titonis.

Cebu Pacific is the first airline to adopt the use of BME at CEB airport. 

The initiative highlights a shared commitment between the airline and the airport to improve efficiency and reduce environmental impact, setting a new standard for sustainable practices in Philippine aviation.

According to the eVTOL developer, once the network is launched, one-to-two-hour drives will be replaced by 10-to-20-minute electric flights. 

Under the plan announced on August 8, 2024, Archer’s Midnight air taxis would whisk passengers between a string of vertiports located at Los Angeles International Airport (LAX), University of Southern California, Orange County, Santa Monica, Hollywood Burbank, Long Beach and Van Nuys. 

Archer is also in discussions with the Los Angeles Rams for potential exclusive vertiports at Woodland Hills and at Hollywood Park, a 300-acre district centered around the SoFi Stadium. 

Adam Goldstein, CEO of Archer, said: “This is a big moment for Archer. Establishing our LA network ahead of the global events that are coming to the region over the next four years is a milestone that will put Midnight on display for the whole world to see. LA is known for its horrendous traffic—our goal is to offer a safer, faster and sustainable alternative travel option.” 

Talks between Archer and the University of Southern California have been exploring the possibility of converting existing heliports on site so that eVTOL aircraft can also operate there.  

Archer said in its statement: “USC’s ultimate goal is to offer visitors an easy, quick and sustainable way to get to and from its campus, sports facilities and hospitals in the future”. 

The Midnight air taxi is being developed to carry four passengers with a pilot at speeds of up to 150 mph. 

Governor Gavin Newsom commented: “California is showing the world what’s possible when you embrace innovation, entrepreneurship and clean energy to help solve your biggest challenges. Homegrown companies like Archer Aviation are pioneering the next generation of zero-emission transportation that will help California cut pollution, clean our air and reduce traffic.” 

Archer previously announced plans for an eVTOL network in the San Francisco Bay Area. 

Production commitments with Stellantis 

On August 8, 2024, Archer also announced that an agreement in principle has been reached with long-time collaborator Stellantis to help scale Archer’s Midnight manufacturing to 650 aircraft a year.  

Stellantis would contribute up to $400 million, which would help to achieve the production target by covering manufacturing labor costs as well as certain capital expenditures at Archer’s Georgia manufacturing facility through to 2030.   

Among other news revealed as part of Archer’s second quarter results, the developer announced that it had secured $230 million in additional equity capital.  

Archer also confirmed delivery of a Midnight eVTOL aircraft to the US Air Force (USAF) as part of the AFWERX Agility Prime contract. 

The ad in question referred to “Flight100”, a one-off flight between London-Heathrow (LHR) and New York-JFK, which Virgin Atlantic operated on November 28, 2023, using fuel made entirely from used cooking oil and other biogenic waste products. The ad referred to the company as “the world’s first commercial airline to fly transatlantic on 100% sustainable aviation fuel”.  

While it is common in the industry to refer to this type of fuel as “sustainable aviation fuel” (or by its acronym “SAF”), the Advertising Standards Authority considered that the wording of the ad could lead people to believe this type of fuel doesn’t have any impact on the environment, which is not the case. 

On May 7, 2024, Virgin Atlantic published an evaluation of the flight’s parameters, which, the airline claims, reduced CO2 emissions by 95 tons of CO2, or 64% compared to the typical conventionally powered flight of a Boeing 787-9 between London-Heathrow to New York JFK. 

A number of airlines had been admonished by the UK Advertising Standards Authority because of their alleged misrepresentation of environmental claims, including Lufthansa and Etihad Airways, while KLM faced similar issues in its home country.

This is, however, the first case involving a claim about SAF, which is the technology upon which industry and regulators have pinned hopes to reduce the industry’s environmental footprint. 

The watchdog has called on Virgin Atlantic to include additional information in future ads, which will help explain the full impact of SAF on the environment. 

In an initiative encouraging the aviation industry and aviation bodies to take steps to cut aviation pollution, the World Wildlife Fund (WWF) said air travel is “currently the most carbon intensive activity an individual can make”.

The environmental charity went on to cite the example of a passenger taking a flight from New York to London and back, stating that the journey emits more emissions than an average person in Paraguay over the course of an entire year. 

In 2021, the International Energy Agency (IEA), which is also supported by the International Civil Aviation Organisation (ICAO), set out a roadmap for the global energy sector to reach net zero emissions by 2050. 

In response, aviation companies – from airlines to airports – have been diligently setting up sustainable practices and initiatives in a bid to reach this goal – including some truly inventive and groundbreaking methods.

Solar energy and waste management

Ranked by Airports Council International as the world’s busiest airport in 2024 (for the 10th consecutive year), Dubai International Airport (DXB) has also been focused on establishing sustainable initiatives.

Omar Binadai, Chief Technology and Infrastructure Officer at Dubai Airports (DA), told AeroTime that the airport operator is pioneering sustainable practices through strategic innovation and collaboration.

“Dubai Airports is fully aligned with the industry’s target of achieving net zero carbon emissions by 2050 as part of ICAO’s long-term aspiration goals,” Binadai said. “By prioritizing renewable energy, waste management, and robust partnerships, we continue to set a benchmark in global aviation, ensuring we deliver an unparalleled travel experience while promoting environmental stewardship.” 

To enhance guest experience and sustainable practices, the airport replaced 150,000 conventional lamps across DXB with energy-efficient LED lights, contributing to substantial energy savings. Binadai explained that Dubai Airports is tapping into the abundant solar energy potential in the region, with major installations already in place at Terminal 2 and plans to extend this across DXB. 

In 2019, Dubai Airports installed a 5 MWp solar energy system comprising 15,000 panels at DXB Terminal 2, which, according to Binadai, is the largest installation of its kind at any airport in the region. The system generates 7,483,500 kWh annually, reducing the terminal’s energy load by 29%, cutting CO2 emissions by 3,243 metric tons per year, and saving AED 3.3 ($898,000) million annually.

In terms of waste management, Dubai Airports has successfully achieved a 60% reduction in waste sent to landfills from DXB Airport. The milestone is part of a broader sustainability goal to reduce DXB’s carbon footprint by diverting waste from landfills, composting more than 2,000 tons of food waste annually and converting all waste cooking oil into biodiesel.

Although these latest practices are specifically geared towards ICAO’s 2050 goals, Dubai Airport has rolled out its own creative initiatives in the past.

In July 2019, the airport collaborated with Disney Middle East to raise awareness of recycling and eliminating single-use plastics. For a whole month, ‘Toy Story 4’ activity stations were dotted around each of the airport’s four concourses where an average of eight million passengers walked through. Passengers were shown how to transform recyclable materials into toys by making their own Forky, a spork character from ‘Toy Story 4’. 

Making airports a habitat for wildlife

It would be almost impossible to talk about sustainable practices in aviation without mentioning Galapagos Ecological Airport (GPS) in Ecuador. The airport had already implemented sustainable practices long before the 2050 Sustainable Development Goal (SDG) was set by the ICAO in 2015.

Formerly known as Seymour Airport, GPS Airport opened in December 2012 and it was built to run solely on solar wind and power. The airport was designed to accommodate more visitors to the island and 80% of its materials came from the previous, smaller airport. 35% of the airport’s energy is produced by solar panels installed on the walkways, and the remaining 65% comes from windmills located in strategic sites within the facility.

GPS is the first green / ecological airport in the world and has been awarded the LEED Gold certification by the United States Green Building Council in 2014. The certification was granted for the airport’s design and construction, which optimizes the use of energy, lighting and water consumption as well as the use of recycled and ecologically manufactured materials.

The entire Galapagos Island is one big natural park, so the airport is not just a place for aircraft and travelers, but a home for wildlife as well. 

The airport was constructed using bioclimatic architecture, meaning the design is based on the local climate, with the aim of ensuring thermal comfort using environmental resources. Because of this, animals have made the airport their habitat as well. 

In an interview with Airport Carbon Accreditation in August 2023, Jorge Rosillo, General Manager at Galápagos Ecological Airport, said the absence of air conditioning at the airport makes it a natural environment for wildlife. Rosillo said the airport still manages animal presence on the site to ensure that it does not stray onto the runway. 

Rosillo also said that the airport collaborated with Parque Nacional Galapagos to carry out reforestation work on the airport island and this included the reintroduction of the yellow iguana. According to Rosillo, the yellow iguana was commonly found in Baltra Island, but military activity drove the species to the “verge of extinction”. 

He noted that the project was the one he was most proud of and shared that the yellow iguana is now thriving on the island.

Repurposing airline seat covers

Many people are not aware that several components of an aircraft have a shelf life. 

For example, aircraft seat covers, seatbelts and carpets must not only be lightweight but also flame-retardant. But flame-retardant fabrics generally only last up to a year and so, in addition to wear and tear, it’s understandable why it’s necessary for airlines to revitalize the cabin every so often.

However, some airlines are exploring ways to repurpose this waste. 

For World Environment Day on June 5, 2024, Emirates repurposed more than 50,000 kilograms of materials from 191 aircraft undergoing a cabin interior refresh by producing thousands of handmade children’s backpacks and school bags.

These bags were then donated to community schools and organizations supporting early education across Africa and Asia.

To make the bags fabric was taken from economy class seats on 22 Airbus A380 aircraft that had completed the retrofit process. From these aircraft, 5,205 kilograms of scrap materials were recovered, including seat fabric of 95% wool and 5% nylon composition with a flat weave structure, which were sourced from Germany and Ireland. 

Emirates said the materials were identified as ideal for upcycling due to their durability and non-flammable nature.

According to the airline, ​​a dedicated team of tailors designed a whole range of backpacks for children of different ages and also worked with the Emirates Corporate Communications, Marketing & Brand team to identify charitable entities, schools, orphanages, and foundations, where the bags are set to be distributed.

All fabrics were freshly laundered in a facility, then further deep cleaned by hand, leather-conditioned for the leather accents featured on some bags, and thoroughly disinfected before being sewn into unique pieces. Brand new lining was added to the bags, along with functional zippers and adjustable straps. 

“We are so proud of our people at Emirates and their commitment to this initiative. Countless hours have been invested into making these bags for children; it’s a true passion project for our diligent team,” said Ahmed Safa, Emirates’ Divisional Senior Vice President for Engineering, in a press statement.

“We’ve even had volunteers within the larger company come forward and offer to help with the project, there is a huge appetite to contribute and support entities in need. It’s also a testament to Emirates’ commitment to constantly evolve our environmental efforts and examine all aspects of our products and supply chains. For this project, our aim is to turn what would have been waste, into prized possessions,” Safa added.

Japan’s All Nippon Airways (ANA) did something similar in 2022, when the airline turned aircraft seat covers into slippers as part of an upcycling initiative to reduce waste.

The limited-edition house slippers were developed and designed with Onward Trading Co, a Tokyo-based apparel company. The slippers were then sold through a reservation lottery system in November 2022.

The airline also created handmade bags out of airline maintenance uniforms. 

According to ANA, the bags were sold out within nine hours and the airline was able to recycle and sell the handbags in three batches in 2022. 

Sustainable uniforms

While it’s great to see airline uniforms being repurposed, it’s more impressive when airlines create uniforms out of sustainable or recycled materials. 

Since January 2024, female cabin crew at Thai Airways have started wearing uniforms made from a blend of Thai silk and recycled material.

The airline said the material “ensures practicality, easy maintenance and adherence to safety standards.”

The new initiative is part of the airline’s Zero Waste Living project, which consists of three pillars – from planes to planet, from waste to wealth, and from purple to purpose.

“Through our ‘Zero Waste Living’ approach, we are proud to introduce projects like from planes to planet, from waste to wealth, and FROM PURPLE TO PURPOSE, striving towards a net zero emission goal by 2050,” the airline said in a social media announcement in 2023.

In 2021, British low-cost carrier easyJet won the ‘Sustainability Award’ at the 2021 Professional Clothing Industry Association Worldwide Awards for creating cabin crew uniforms out of recycled plastic bottles. 

The high-tech recycled fabric had a 75% lower carbon footprint than regular polyester material, and each uniform was made from around 45 recycled plastic bottles. 

The introduction of the new crew uniform was part of easyJet’s commitment to mitigate waste, increase re-use of materials and search for innovative change beyond carbon reduction initiatives.

Beyond the new fabric, plastic was replaced in all clothing-related packaging in favor of recyclable and biodegradable materials: for instance, plastic collar stays were replaced with recyclable cardboard ones, plastic shirt clips with metal shirt clips, non-recyclable white coated card with recyclable cardboard card, and polypropylene outer shirt covers with biodegradable shirt covers.

Giving life vests a new life

Repurposing aircraft components is no longer a new practice. But Hawaiian Airlines has come up with a creative method of breathing new life into expired aircraft life vests by harnessing local culture and lifestyle on the islands.

Aircraft life vest accessories can degrade or weaken, so manufacturers require airlines to replace them every 10 years. 

Hawaiian Airlines has donated hundreds of expired life vests to Think Blue, a waterproof case manufacturer that aims to reduce demand for new plastic by repurposing material that would contribute to global waste.

The idea of using expired life vest material came when two local surfers in Oahu struggled to find a way to keep snacks dry in the middle of the ocean while surfing.

While creating prototypes of a waterproof snack container, one of the surfers realized that if they cared about the ocean, they should consider repurposed material.

“That triggered us to look at materials like old boat sails and busted party tents, but we struggled with those materials having too much sun exposure, too much degradation, too many holes in it, you name it,” Marlene Renee Smith, one of the surfers and a founder of Think Blue, said in a June 2024 press statement.

Smith’s husband works in aircraft maintenance and she remembered seeing expired life vests just being thrown in the trash.

Along with co-founder Cathy Chin, Smith approached another local surfer and friend, Brad Otani, who is an aircraft mechanic for Hawaiian Airlines – and the rest is history. 

To date, the airline has donated 600 expired life vests to Think Blue and the product is now called the Think Blue Surf Bag, a 100% waterproof pouch for surfers and outdoor enthusiasts. The Surf Bag can fit items like an electronic car key, a small protein bar or snack, surf wax, a small tin of sunscreen or lip balm, or a credit card and ID. 

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A post shared by Think Blue (@daretothinkblue)

“We didn’t have any big dreams or expectations about, like, saving the whole world or anything,” Smith said. “But if we could make something people liked and get enough people to buy it and make it affordable, I think we can make a significant dent.”

–

Sustainability in aviation should not simply focus on the goal to reach net zero in 2050, rather it should be viewed as a continuous journey where all efforts – be it big or small – count.

Deliveries are expected to start by 2030, provided the still-under-development ERA aircraft gains certification. 

Alpine Air Express currently has a fleet of 80 cargo aircraft, which operate more than 100 daily local and regional cargo flights throughout the United States for logistic operators, such as UPS and the US Postal Service, in addition to online distribution giant Amazon.  

According to AURA AERO, in addition to its environmental benefits, by adopting the ERA hybrid-electric aircraft, Alpine Air Express could reduce by 50% the cost per ton of revenue cargo due to lower maintenance and fuel costs. The large, wide cargo doors available on the ERA are said to be another feature that has helped AURA AERO get this order. 

After this announcement, AURA AERO’s ERA aircraft order book stands at 570 units, worth a total of US$9 billion. 

This deal also represents a significant step in AURA AERO’s plans to establish a US presence. 

In July 2024, the French startup announced that it was partnering with Embry-Riddle Aeronautical University to build a 500,000 sq. ft manufacturing and assembly plant within the university’s research park in Florida. 

AURA AERO already has a commercial office in the US, but after this additional investment, its footprint on the other side of the Atlantic is going to be considerably larger. 

The new Florida facility will serve as a completion and delivery center for the INTEGRAL family of fully electric light trainer aircraft as well as a final assembly line for the 19-seat hybrid-electric airliner. 

Once up and running, Archer Aviation plans to build up to 650 Midnight eVTOL aircraft each year at the facility in partnership with long term collaborators Stellantis. 

In an update on July 31, 2024, Archer said work on the first build phase was completed earlier this year and phase two, which includes erection of the exterior walls and roof, is nearing its end. 

The third phase of construction will focus on the building’s interior while the final phase involves installing equipment and power on – all of which should be completed in the coming months.  

“Thanks to the hard work of the Archer and Stellantis teams, we’re tracking towards completing this manufacturing facility by the end of the year. Once complete, we’ll focus on ramping production up to 650 aircraft a year—our goal is to be the first in the eVTOL industry to achieve scaled manufacturing,” Adam Goldstein, CEO and founder of Archer, said. 

Archer said that the 400,000 square foot complex will become one of the largest manufacturing facilities by volume in the aviation industry. 

Archer is also continuing to carry out test flight of its Midnight eVTOL aircraft with the developer confirming that 233 had already been completed this year. 

233 and counting…

The Archer team has already completed 233 flight tests this year with more than 70 flights since Midnight's transition flight. Each flight produces critical data that our teams use to evaluate aircraft loads, vibrations, performance and handling qualities.… pic.twitter.com/QFDNHcLgUN

— Archer (@ArcherAviation) July 30, 2024

Archer aims to carry out over 400 test flights by the end of 2024. 

The airline, which has its largest operations base at the airport, has announced it has purchased up to one million US gallons of SAF from leading SAF producer Neste with the first delivery due to be supplied to the carrier in August 2024.  

United was the first airline globally to create a goal of reaching net zero greenhouse gas emissions by 2050, without relying on voluntary carbon offsets. Indeed, the company purchased more sustainable fuel than any US airline in 2023 and a purchase of SAF of this magnitude displays the carrier’s ongoing commitment to that goal, says the carrier.  

The agreement announced with Neste makes Chicago O’Hare the fifth US airport where United has purchased SAF for operational use and the purchase will see the fuel being used across the carrier’s domestic, regional, and international route networks from the airport. United has previously purchased SAF for use at airports in Los Angeles, San Francisco, Chicago, London, and Amsterdam. 

SAF is an alternative to conventional jet fuel that can reduce greenhouse gas (GHG) emissions by up to 85% on a lifecycle basis, from production to end use, because it is made from renewable materials rather than drilled fossil oil. According to a United statement, SAF presents “one of aviation’s best, most scalable options to push the industry towards net zero emissions in part because it can be used right now with existing infrastructure – no changes to fuel systems or aircraft engines required.” 

The current Governor of Illinois, JB Pritzker joined the airline’s leadership at Chicago O’Hare Airport for the announcement on July 31, 2024, to highlight the role that SAF tax credits provided by his state played in bringing SAF to one of the largest airports in the US for the first time.  

“Since day one as Governor, I’ve committed to making Illinois a national leader in sustainability and clean energy, which is why I was proud to support a nation-leading SAF tax credit last year,” said Pritzker. “Illinois’s position as a hub of innovation with some of the most connected airports in the country perfectly aligns with the work of companies like United to build a more sustainable future for travel and reach our shared goal of zero emissions.” 

“This is what happens when innovation, leadership, and policy come together,” said United President Brett Hart. “While the market for SAF is still in its infancy, there is a huge opportunity today for airlines and policymakers to work together to support its continued growth. SAF at O’Hare was made possible thanks to Governor Pritzker and the Illinois Legislature passing tax incentives.” 

“I’m pleased to see United Airlines making this significant move forward by using sustainable aviation fuel daily in flights from O’Hare,” US Senator Tammy Duckworth added. “One of the most important things we can do to make American aviation more sustainable is increase the supply of SAF. At the federal level, I’ve been pushing for the increased use of SAF, and I’m going to keep pushing to increase the supply of American-grown, American-made SAF, a true win-win solution that supports domestic farmers and blenders while reducing our nation’s carbon footprint.” 

Alongside the purchase of millions of gallons of SAF annually, United’s roadmap to achieve its zero-emission goals by 2050 also includes driving operational efficiencies through a variety of flying and ground-based activities, adding hundreds of new, fuel-efficient planes to its fleet such as the Boeing 787 Dreamliner and the Airbus A321neo, and investing in other low-carbon onboard products, reducing the use of plastics, and exploring alternate propulsion technologies. 

In 2021, the carrier invested $600 million in eVTOL developer Archer Aviation and placed an order worth over $1 billion for hundreds of its Midnight 6-seat air-taxi aircraft. The revolutionary aircraft is due to be introduced by United sometime in 2025 once certification for its commercial use has been achieved. 

Air New Zealand receives 500,000-liter delivery of Sustainable Aviation Fuel

• Airlines
• Sustainability

ByClement Charpentreau

July 7, 2024

The announcement was made on July 30, 2024, and, according to the Kiwi flag carrier, the decision was made after “careful consideration”. 

The airline cited lack of availability of new aircraft, the affordability and availability of alternative jet fuels, and global and domestic regulatory and policy support, to be the reasons behind the decision to withdraw. 

These factors, the airline said, are outside its direct control and “remain challenging”.

“In recent months, and more so in the last few weeks, it has also become apparent that potential delays to our fleet renewal plan pose an additional risk to the target’s achievability,” Air New Zealand Chief Executive Officer, Greg Foran said in a statement.

Foran added: “It is possible the airline may need to retain its existing fleet for longer than planned due to global manufacturing and supply chain issues that could potentially slow the introduction of newer, more fuel-efficient aircraft into the fleet. As such and given so many levers needed to meet the target are outside our control, the decision has been made to retract the 2030 target and withdraw from the SBTi network immediately.”

According to Air New Zealand Chair Dame Therese Walsh, the airline still remains committed to reaching its 2050 net zero carbon emissions target.

Walsh said: “Our work to transition away from fossil fuels continues, as does our advocacy for the global and domestic regulatory and policy settings that will help facilitate Air New Zealand, and the wider aviation system in New Zealand, to do its part to mitigate climate change risks.”

Air New Zealand receives 500,000-liter delivery of Sustainable Aviation Fuel

• Airlines
• Sustainability

ByClement Charpentreau

July 7, 2024

The sale was announced during the Farnborough International Airshow 2024. 

“Ecojet is on a mission to make net-zero, emission-free air travel possible for the first time,” Dale Vince, Founder of EcoJet, said in a press release. “This is nothing short of a revolution in aviation, the world has just moved a step closer towards a solution to sustainable air travel.” 

The ZA2000 engines are designed to be installed into regional turboprops with 40-80 seats to help transition towards carbon-free operations. ZeroAvia’s electric engines produce electricity from hydrogen, which powers the aircraft’s propellers. ZA2000 will be compatible with regional turboprop aircraft such as the ATR-72 or the Dash series aircraft. 

At first, Ecojet plans to use ZeroAvia’s ZA600 engines to power emission-free aircraft with a capacity of up to 20 seats, after committing to order up to 70 hydrogen-electric, zero-emission engines in November 2023. Eventually, though, the carrier intends to expand its fleet with bigger regional aircraft for domestic and short international flights.  

Ecojet plans to begin offering services at the end of 2024, initially using traditionally fueled aircraft and outfitting them with the new technology after receiving certification.  

“Dale speaks powerfully on the future ubiquity of renewable power and is already helping to make that a reality in the UK,” Val Miftakhov, Founder and CEO of ZeroAvia added. “Hydrogen-electric aviation can be a big part of that journey, opening up low-cost, efficient and safe true zero-emission transport between UK destinations like never before.” 

ZeroAvia has already tested its first ZA600-engine prototype on a Dornier 228 aircraft at its UK facility. The company conducted tests for the ZA2000 system in the US and UK, which involved cryogenic tanks for LH2, PEM fuel cell and electric propulsion systems.  

While domestic air travel in the United Kingdom (UK) is just a fraction of that in United States (US), perhaps due to the country’s relatively small size, this hasn’t stopped millions of Brits flying internationally each year.  

The UK has a rich and deep history in engineering, invention, and innovation, and in the 18^th century it was the epicenter of the Industrial Revolution which dragged the world into the new age of industrialization.  

From there production was mechanicalized and the wheels were set in motion for a manufacturing boom which still flourishes today, particularly in the aviation industry. 

Some of Britain’s greatest aviation feats include the evolution of the jet engine, the first aircraft with an enclosed cabin, the development of Concorde and the de Havilland Comet – the first commercial jet airliner to enter service. 

Despite the plethora of aviation achievements in the UK, there is a sense that nowadays it is not the force it once was, perhaps spurred on by the privatization of British Airways in 1987.  

However, scratch below the surface and you will find a thriving aerospace industry led by a set of extraordinary engineers, inventors and highly motivated entrepreneurs. 

For there is a quiet revolution taking place, in which the UK may well find itself as one of the global leaders in electric vertical takeoff and landing (eVTOL) aircraft development and infrastructure, and hydrogen-powered flight. 

And with the Farnborough Airshow drawing to a close it seemed the perfect time to share some of the key aviation innovators and developers beavering away in the UK and making their presence known.  

ZeroAvia 

Strictly speaking ZeroAvia is a joint UK/US company but much of the firm’s key testing and development so far has taken place at Cotswold Airport (GBA) in Britain.    

The startup is at the forefront of hydrogen-powered aircraft development and its list of partners and collaborators only emphasizes the firm backing that ZeroAvia has.  

ZeroAvia has been testing its pioneering hydrogen powertrains on a variety of aircraft since the company’s inception in 2017.  

To date its largest hydrogen-powered test aircraft is a Dornier Do228 demonstrator which first took flight on January 19, 2023, but the startup’s ambitions go much, much further.  

Currently, ZeroAvia has two propulsion systems under development. The ZA600, which can power an aircraft for up to 19 passengers, and the ZA2000, which will be able to power a turboprop for up to 80 passengers.  

In the near future testing will move from ZeroAvia’s UK base to its other research and development center at Paine Field, in Everett, Washington. 

The next aircraft lined up for testing is a DeHavilland Canada Dash 8 turboprop, provided by none other than Alaska Airlines which has been a partner with ZeroAvia since 2021.  

ZeroAvia believes much of its success is down to its presence in the UK, with institutions providing support and a British workforce consisting of “talented aerospace and electrical engineers”. 

“ZeroAvia’s UK presence has been a key part of its success thanks to the forward-thinking approach taken by the Aerospace Technology Institute and Department for Business and Trade on hydrogen aviation, specifically the promise of fuel cells,” ZeroAvia told AeroTime recently. “The ATI backed two major projects with match-funding for ZeroAvia and partners, with both resulting in breakthrough world-first flight testing of novel zero-emission powertrains based on fuel cell technology.” 

ZeroAero also cited a “rich history of aerospace innovation” in the UK which resulted in an appetite for “big breakthroughs in pursuit of the next great frontier”. 

ZeroAvia is not the only company in the UK developing hydrogen fuel for aircraft. Larger firms such as GKN Aerospace and Rolls-Royce are also looking at hydrogen propulsion and easyJet is ensuring the message about new, sustainable fuels is heard.  

“There are also airports like AGS, Birmingham and Bristol at the forefront of developing the playbook for hydrogen airports, and there is a thriving renewables sector which is increasingly looking to hydrogen production as a good way to overcome intermittency challenges. So for companies, like us, trying to innovate in hydrogen-electric aviation, it’s an important geography,” ZeroAvia told Aerotime.  

For now, ZeroAvia will continue working towards certification from the UK’s Civil Aviation Authority (CAA) with passenger and cargo flights scheduled in the next couple of years.  

“We intend to become a major supplier of clean engines to the world’s aviation industry, and thus be instrumental in delivering the clean future of flight,” ZeroAvia said.  

KLM and ZeroAvia team up to trial hydrogen powered turboprop flight in 2026

• Airlines
• Sustainability

ByIan Molyneaux

July 24, 2024

Vertical Aerospace 

Vertical Aerospace finds itself in one of the most competitive aviation industry fields, Advanced Air Mobility (AAM) or what is perhaps more commonly known as air taxis.  

Vertical Aerospace is the brainchild of British entrepreneur Stephen Fitzpatrick, who setup OVO Group in 2009, which is now one of the largest energy companies in the UK.   

Born out of a frustration with urban travel and a deep desire to decarbonize air travel using technology, Fitzpatrick decided to launch his own electric vehicle takeoff and landing (eVTOL) development company in 2016.  

Fast forward nine years and from its central base in Bristol, Vertical Aerospace has become one of the leading eVTOL aircraft developers not only in the UK but also on the world scene.  

“With its rich aviation heritage, being based in the UK puts Vertical at the forefront of aerospace innovation,” Michael Cervenka, Chief Commercial and Technology Officer of Vertical Aerospace told AeroTime. “Nowhere is this truer than in Bristol, where our headquarters is based, which has a thriving aerospace ecosystem and drove forward the last great innovation in aerospace 60 years ago – developing one of two Concordes built in tandem on either side of the Channel.”  

Cervenka added: “At Vertical we are building on this heritage and modern ground-breaking engineering. And this pioneering spirit is supported by the UK’s industry-leading regulation that allows us to drive advancements while meeting robust safety requirements. With EASA and the CAA following the same rules that have been transparently developed over more than half a decade it will unlock an enormous global market for our business.”   

A full-scale prototype of Vertical’s eVTOL aircraft VX4 was successfully flown during unmanned test flights last year where speeds of 40 kts (74 km/h) were achieved. 

During a slight setback, on August 9, 2023, at Cotswold Airport (GBA) the prototype was involved in a crash, and the incident was subsequently investigated by the Air Accidents Investigation Branch (AAIB).  

“Both the AAIB’s and Vertical’s reports concluded that the primary cause of the accident was due to an adhesive bond failure of a propeller blade. Vertical had already redesigned the early generation propeller prior to the accident and is no longer using the same supplier,” Vertical Aerospace confirmed in a statement following the publication of the investigation report.  

This year Vertical Aerospace are readying two full-scale VX4 prototypes which will be used in the next round of tests and a public demonstration is scheduled for later in 2024 when the team hopes to continue its progression towards certification.  

On June 25, 2024, one of the new full-scale VX4 eVTOL prototypes successfully completed its first tethered piloted flight marking a huge milestone for the company.   

“Aerospace is undergoing its biggest revolution since the jet engine era. For too long, short distance travel has been focused on the ground and relied too heavily on fossil fuels. We are meeting market demand for safer, cleaner and quieter travel across many sectors,” Cervenka explained to AeroTime. 

Vertical has recorded 1,550 preorders for its VX4 eVTOL aircraft (valued at $6 billion) and has a customer list that includes Virgin Atlantic, American Airlines, Japan Airlines, GOL and Bristow.  

“Our powerful and quiet VX4 aircraft will elevate everyday journeys, for everyone – with zero operating emissions. We are not only building the aircraft of the future, but the batteries too, at our Vertical Energy Centre in Bristol. From the aircraft to the batteries powering them, Vertical Aerospace is quite literally propelling the future of aviation,” Cervenka added.  

Vertical’s VX4 prototype eVTOL aircraft achieves first tethered piloted flight

• Aircraft
• Sustainability

ByIan Molyneaux

July 26, 2024

Cranfield Aerospace Solutions 

Another aviation company leading the way in the UK is Cranfield Aerospace Solutions (CAeS) which was formally part of Cranfield University until 1997.  

CAeS is a leading force in the development of hydrogen-power engines and has ambitions to deliver the world’s first passenger-carrying, zero-emissions aircraft. 

CAeS has a 30-year record of “designing and certifying complex modifications to aircraft and delivering cutting-edge products and development solutions for the world’s largest aerospace OEMs”. 

Since 2019 the company’s focus has been on ‘Project Fresson’ which aims to convert a conventional Britten-Norman Islander aircraft to hydrogen propulsion. 

The British-based innovator is currently developing a proprietary hydrogen fuel-cell propulsion system, or HFCPS, with the first test flights scheduled for 2025 and certification hopefully in 2026.  

According to CAeS, a demonstrator aircraft will be “converted by replacing one of its two piston engines with the HFCPS, which will generate 240 kW of electrical power and produce up to 220 kW from the motor”. 

If the test flights are successful and the system is certified, then planes can be fitted with HFCPS for clean, efficient flight.  

In January 2024, British regional airline Loganair and CAeS signed a Memorandum of Understanding (MOU) to launch the world’s first zero emissions passenger air service by 2027 using a hydrogen-electric Britten-Norman Islander plane. 

CAeS is also working in partnership with the long-range cargo drone developer Dronamics which aims to use the HFCPS on its Black Swan fleet when the company launches in Greece. 

Agreements for the HFCPS have also been reached with companies in the UK, Germany, Australia and the US. 

In December 2022, Air New Zealand also announced CAeS as its sole hydrogen-powered aircraft partner for its ‘Mission Next Gen Aircraft’, the flag carrier’s ambitious zero emissions aircraft program. 

Hybrid Air Vehicles 

At first look Hybrid Air Vehicles’ Airlander 10, a new type of ultra-low emissions aircraft that resembles an airship, looks like an ambitious idea but when you understand the concept it is actually an extremely plausible plan.  

Recognized in May 2024, by the UK Innovation Industries Intelligence Report, the Airlander aircraft was selected as one of the UK’s leading innovations within aviation and aerospace. 

According to Hybrid Air Vehicles, Airliner 10 will be able to carry 100 passengers, or 10 tons of freight payload, or a combination of both, with up to 90% fewer emissions when compared like-for-like with similar aircraft”.  

Capable of hovering over land and sea, the aircraft can take off and land with limited infrastructure and is seen as a more efficient and cost-effective way of transporting people and goods from one city to another. 

Agreements for the aircraft have already been reached with French tour operator Grands Espaces, Spanish regional airline Air Nostrum and the Highlands and Islands Transport Partnership. 

The Airlander 10 relies on a combination of proven aerospace technologies such as traditional cylindrical airships and helium for lift.  

However, it also draws on modern aviation developments that are found in planes, helicopters, or vertical takeoff and landing (VTOL) aircraft. 

“This allows for the aircraft to have vectored thrust for lift and control, composite rigid structural materials, electronically controlled engines, and sophisticated avionics,” Hybrid Air Vehicles said.  

Throughout 2024, Hybrid Air Vehicles has announced significant progress toward the full-scale production and market-entry of Airlander 10 by the end of the decade. 

In February 2024, Hybrid Air Vehicles announced that Type Certification had begun with the UK’s Civil Aviation Authority (CAA) and a flagship production site will be built at Carcroft Common, in South Yorkshire.  

The company also plans to build the Airlander 50, which will carry up to 200 passengers, in the not-too-distant future.