This article is based on an official press release from Eve Air Mobility.

Eve Air Mobility Successfully Completes First Flight of Full-Scale eVTOL Prototype

On December 19, 2025, Eve Air Mobility achieved a critical milestone in the development of its electric vertical take-off and landing (eVTOL) aircraft. The company, a subsidiary of Brazilian aerospace giant Embraer, successfully conducted the first flight of its full-scale prototype at the Embraer test facility in Gavião Peixoto, São Paulo, Brazil.

This uncrewed hover flight validates the fundamental architecture of the aircraft, which utilizes a “Lift + Cruise” configuration distinct from the tilt-rotor designs favored by some competitors. According to the company’s official statement, the test confirmed the functionality of the electric propulsion system and the 5th-generation fly-by-wire controls, performing exactly as computer models had predicted.

While Eve Air Mobility is entering the flight-test phase later than some of its primary rivals, the successful deployment of a full-scale prototype signals the company’s transition from design to execution. With a target Entry into Service (EIS) set for 2027, Eve is leveraging Embraer’s industrial backing to accelerate its Certification program.

Flight Details and Technical Validation

The test conducted in Gavião Peixoto was a dedicated hover flight. This specific profile is designed to test the vertical lift capabilities of the aircraft before attempting forward wing-borne flight. The prototype utilized eight dedicated vertical lift rotors to maintain a stable hover, allowing engineers to assess aerodynamic performance and control laws in real-world conditions.

Johann Bordais, CEO of Eve Air Mobility, emphasized the significance of the event in a statement released by the company:

“Today, Eve flew… This flight validates our plan, which has been executed with precision to deliver the best solution for the market.”

Following this successful hover test, the company plans to expand the flight envelope throughout 2026. This will involve transitioning from vertical lift to forward flight, powered by the rear pusher propeller, and testing the aircraft’s fixed wing for cruise efficiency.

Aircraft Specifications: The “Eve-100”

The prototype flown represents the configuration intended for commercial certification. Unlike “tilt-rotor” designs that rotate propellers to switch between lift and cruise modes, Eve has opted for a separated “Lift + Cruise” architecture. This design choice prioritizes mechanical simplicity and potentially lower maintenance costs.

According to technical specifications released by Eve Air Mobility, the aircraft features:

• Propulsion: 100% electric, battery-powered system.
• Configuration: Eight fixed rotors for vertical lift and one pusher propeller for cruise.
• Range: 60 miles (100 km), optimized for urban commuting.
• Capacity: Initially designed for one pilot and four passengers, with future autonomous readiness for up to six passengers.
• Noise Profile: Engineered to be up to 90% quieter than equivalent Helicopters.

AirPro News Analysis: The Strategic Landscape

At AirPro News, we observe that Eve’s successful first flight places it in a unique position within the “race to market.” While competitors like Joby Aviation and Archer Aviation have already logged significant flight hours with full-scale prototypes, including transition flights, Eve’s strategy appears to be one of deliberate, industrial-scale preparation over speed.

The “Lift + Cruise” design philosophy suggests a focus on reliability and operating economics. By avoiding the complex tilting mechanisms found in competitor aircraft, Eve may offer operators a vehicle with fewer moving parts and lower direct maintenance costs. Furthermore, Eve’s relationship with Embraer provides immediate access to a global service and support network, a logistical hurdle that independent Startups must build from scratch.

Despite being arguably the “tortoise” in terms of flight testing timelines, Eve holds the industry’s largest backlog of Letters of Intent (LoI), totaling nearly 3,000 aircraft. This massive order book indicates strong market confidence in Embraer’s ability to deliver a certifiable product.

Future Roadmap: Certification and Service

Looking ahead, Eve Air Mobility has outlined a rigorous schedule for the next two years. The company intends to build five additional conforming prototypes in 2026 to accelerate data collection. These aircraft will be used to accumulate the hundreds of flight hours required for certification authorities.

Luiz Valentini, CTO of Eve, noted the disciplined approach to the upcoming testing phase:

“The prototype behaved as predicted by our models… We will expand the envelope and progress toward transition to wingborne flight in a disciplined manner.”

The company is targeting Type Certification from Brazil’s ANAC in 2027, with concurrent validation sought from the FAA (USA) and EASA (Europe). Commercial deliveries are scheduled to begin immediately following certification.

Frequently Asked Questions

When will Eve’s eVTOL enter service?

Eve Air Mobility targets Entry into Service (EIS) in 2027, following certification by aviation authorities.

What is the range of the aircraft?

The aircraft is designed for a range of 60 miles (100 km), making it suitable for cross-city trips and airport transfers.

Is the aircraft autonomous?

The initial version will be piloted (1 pilot + 4 passengers), but the design is “autonomous-ready” for future pilotless operations carrying up to 6 passengers.

Sources

• Eve Air Mobility Press Release

This article is based on an official press release from NASA and verified industry context regarding the X-66A program.

NASA and Boeing Complete Critical Wind Tunnel Tests for Next-Gen “Thin Wings”

NASA and Boeing have successfully concluded a new series of wind tunnel tests aimed at maturing the aerodynamics of future airliners. According to an official report released by NASA on December 18, 2025, the collaboration focused on “high-aspect-ratio” wings, designs that are significantly longer and thinner than those found on today’s commercial aircraft. The testing campaign, conducted at NASA’s Langley Research Center in Hampton, Virginia, sought to validate technology that could reduce fuel consumption by up to 30% while providing passengers with a smoother ride.

The research is part of the broader Integrated Adaptive Wing Technology Maturation effort. While the industry works toward the U.S. aviation goal of net-zero greenhouse gas emissions by 2050, engineers are looking beyond engine improvements to fundamental changes in airframe architecture. The Transonic Truss-Braced Wing (TTBW) concept, which relies on these elongated wings, promises to drastically reduce drag. However, as NASA reports, the structural flexibility of such wings introduces complex aerodynamic challenges that must be solved before they can enter commercial service.

Taming the “Flutter” Phenomenon

The primary obstacle for long, slender wings is a dangerous aerodynamic instability known as “flutter.” Traditional wings are relatively stiff, but high-aspect-ratio wings behave more like long diving boards. At high speeds, air flowing over them can cause violent twisting and bending. If left unchecked, these vibrations can amplify exponentially, leading to structural failure.

To address this, NASA and Boeing engineers utilized the Transonic Dynamics Tunnel (TDT) at Langley. This unique facility uses a heavy gas rather than air to simulate flight conditions at high altitudes and speeds. The team tested a scale model equipped with “active flutter suppression”, a system of digital control laws that move flight control surfaces, such as ailerons, in real-time to counteract vibrations.

Jennifer Pinkerton, a NASA aerospace engineer at Langley, described the severity of the challenge in the agency’s report:

“When you have a very flexible wing, you’re getting into greater motions… Flutter is a very violent interaction. When the flow over a wing interacts with the aircraft structure and the natural frequencies of the wing are excited, wing oscillations are amplified and can grow exponentially.”

The successful testing of these control laws suggests that future aircraft can safely utilize lighter, more flexible wings without risking structural integrity.

From Flight Demonstrator to Ground Testing

This specific testing campaign represents a strategic shift in the development of the TTBW architecture. In May 2025, NASA and Boeing announced a pause on the construction of the full-scale X-66A flight demonstrator to refocus resources on ground-based maturation. By prioritizing wind tunnel data, the partners aim to refine the active control software before committing to the risks and costs of a manned experimental aircraft.

According to the project details, the active control systems serve a dual purpose. Beyond preventing flutter, they provide “Gust Load Alleviation.” The same surfaces that stabilize the wing against flutter also react to turbulence, automatically smoothing out bumps. NASA notes that this technology will result in a noticeably “smoother ride” for passengers compared to current single-aisle jets.

AirPro News Analysis

The completion of these tests at the Transonic Dynamics Tunnel is a significant technical milestone, but it also underscores the immense complexity of the Transonic Truss-Braced Wing concept. The decision to pause the X-66A flight vehicle earlier this year was met with skepticism by some industry observers, but the data emerging from Langley suggests the “ground-first” approach is yielding necessary results.

For Boeing, this research is critical. As the manufacturer looks toward an eventual replacement for the 737 family, the efficiency gains from high-aspect-ratio wings, potentially 30% when combined with advanced propulsion, are too significant to ignore. However, the reliance on active control systems to prevent catastrophic flutter introduces a new layer of certification complexity. Proving to regulators that software can reliably “tame” a wing structure in all failure scenarios will be the next great hurdle for this program.

Frequently Asked Questions

What is a high-aspect-ratio wing?

A high-aspect-ratio wing is much longer and narrower (thinner) than standard aircraft wings. This shape significantly reduces “induced drag” (air resistance created at the wingtips), which allows the aircraft to fly more efficiently and burn less fuel.

Why is “flutter” a problem for these wings?

Because the wings are long and thin, they are more flexible than traditional wings. At high speeds, this flexibility can lead to self-reinforcing vibrations called flutter. If not controlled, flutter can cause the wing to break. The NASA/Boeing tests focused on using software to automatically move control surfaces to stop these vibrations before they become dangerous.

What happened to the X-66A plane?

The X-66A is a planned full-scale demonstrator aircraft. In May 2025, the program was paused to focus on ground-based testing (like the wind tunnel tests described in this article) to mature the technology further before proceeding with flight testing.

Sources: NASA

This article is based on an official press release from Alaska Airlines and Hawaiian Airlines.

Hawaii Aviation Leaders Unite for Local SAF Production

In a significant move toward energy independence and decarbonization, Hawaiian Airlines and Alaska Airlines have announced a strategic partnership with Par Hawaii and Pono Energy to establish the first local supply chain for Sustainable Aviation Fuel (SAF) in Hawaii. According to the joint announcement, the consortium aims to begin deliveries of locally produced SAF by early 2026.

The collaboration brings together the state’s largest energy provider, its primary air carriers, and local agricultural innovators. The project centers on upgrading Par Hawaii’s Kapolei refinery to process renewable feedstocks, specifically Camelina sativa, a cover crop that will be grown on fallow agricultural land across the islands. This “farm-to-flight” ecosystem is designed to reduce the aviation industry’s carbon footprint while diversifying Hawaii’s economy.

The airlines have committed to purchasing the SAF produced, providing the guaranteed demand necessary to make the project commercially viable. This agreement aligns with both carriers’ long-term goals of achieving net-zero carbon emissions by 2040.

Investment and Infrastructure Upgrades

Par Hawaii is spearheading the infrastructure development required to make local SAF a reality. According to project details summarized in the announcement and related reports, the company is investing approximately $90 million to upgrade its Kapolei refinery. This facility, the only refinery in the state, will convert a distillate hydrotreater to produce renewable fuels.

The upgraded unit will utilize HEFA (Hydroprocessed Esters and Fatty Acids) technology, a mature method for producing bio-jet fuel. Once operational, the facility is expected to have a significant output capacity.

• Total Renewable Capacity: Approximately 61 million gallons per year of total renewable fuels, including renewable diesel and naphtha.
• SAF Specifics: Estimates suggest a maximum SAF production capacity of roughly 2,400 barrels per day, though initial yields will depend on feedstock availability.

In a joint statement, the partners emphasized the dual benefits of the initiative:

“This initiative will enable SAF production for more sustainable future flying and deliver economic benefits through the creation of a new energy sector and fuel supply chain in Hawai‘i.”

, Joint Press Statement, Alaska Airlines & Hawaiian Airlines

The Role of Pono Energy and Camelina Sativa

A critical component of this partnership is the sourcing of sustainable feedstock. Pono Energy, a subsidiary of Pono Pacific, will lead the agricultural operations. The project relies on Camelina sativa, a fast-growing, drought-tolerant oilseed crop that matures in 60 to 75 days.

Sustainable Agriculture

According to Pono Pacific, Camelina is ideal for Hawaii because it can be grown as a cover crop between other food crop rotations. This ensures that fuel production does not displace local food production. The crop helps prevent soil erosion, requires minimal water, and produces a high-protein “seedcake” byproduct that can be used as FDA-approved animal feed for local ranchers.

Chris Bennett, VP of Sustainable Energy Solutions at Pono Pacific, highlighted the circular nature of the project:

“Camelina represents a rare opportunity for Hawai‘i to build a true circular-economy model around renewable fuels.”

, Chris Bennett, Pono Pacific

Economic Impact

The project is projected to support approximately 300 high-value manufacturing jobs at the refinery, in addition to creating new agricultural jobs for farming and harvesting. By producing fuel locally, the partnership aims to reduce Hawaii’s extreme dependence on imported fossil fuels, enhancing the state’s energy security.

AirPro News Analysis

The Cost and Scale Challenge

While this partnership marks a pivotal step for Hawaii, significant hurdles remain regarding cost and scale. SAF is currently estimated to be two to three times more expensive than conventional jet fuel. Without substantial subsidies or “green premiums” paid by corporate customers or passengers, this price differential poses a challenge for airlines operating in a price-sensitive leisure market like Hawaii.

Furthermore, while the projected 61 million gallons of renewable fuel is a substantial figure, it represents only a fraction of the total jet fuel consumed by commercial aviation in Hawaii. To run the refinery at full capacity, the facility will likely need to supplement local Camelina oil with imported waste oils, such as used cooking oil, until local agricultural production scales up. The success of this initiative will likely depend on the continued support of federal incentives, such as the Inflation Reduction Act, and state-level renewable fuel tax credits.

Frequently Asked Questions

When will the new SAF be available?
The partners expect the first deliveries of locally produced SAF to begin in early 2026.

What is SAF?
Sustainable Aviation Fuel (SAF) is a liquid fuel currently used in commercial aviation which reduces CO2 emissions by up to 80%. It is produced from renewable feedstocks rather than crude oil.

Will this project affect local food supply?
No. The feedstock, Camelina sativa, is grown as a cover crop on fallow land or between food crop rotations, meaning it does not compete with food production.

Who is funding the refinery upgrade?
Par Hawaii is leading the capital investment, estimated at $90 million, to upgrade the Kapolei refinery.

Sources

• Alaska Airlines Newsroom
• Par Pacific