Eve Air Mobility Secures $150 Million from Major Global Banks to Fuel eVTOL Certification

Eve Air Mobility has announced a significant financial milestone, securing a $150 million loan facility to support the development and certification of its electric vertical take-off and landing (eVTOL) aircraft. The financing deal, finalized on January 20, 2026, involves a syndicate of top-tier global financial institutions, including Citibank, JPMorgan, Itau BBA, and Mitsubishi UFJ Financial Group (MUFG).

According to the company’s official statement, this injection of capital brings Eve’s total historical funding to approximately $1.2 billion. The funds are earmarked to accelerate the company’s testing campaign following the successful first flight of its full-scale engineering prototype in December 2025. With a target Entry into Service (EIS) date of 2027, Eve is positioning itself for a capital-intensive phase of flight testing and regulatory compliance.

Strengthening the Balance Sheet for Certification

The new financing is structured as a five-year loan facility. In its press release, Eve emphasized that this liquidity strengthens its balance sheet as it executes a strategic roadmap extending through 2028. The involvement of conservative, high-profile banking institutions signals a shift in how the financial sector views eVTOL infrastructure, moving from speculative venture risk to financeable industrial assets.

Eduardo Couto, Chief Financial Officer of Eve Air Mobility, highlighted the confidence these institutions have placed in the company’s program.

“This financing reinforces the confidence of the market in our strategy and provides us with the necessary resources to continue our development and certification journey.”

, Eve Air Mobility Press Release

The capital will primarily fund the expansion of the flight test campaign. After validating fly-by-wire controls and electric propulsion systems during the initial hover tests in late 2025, the company plans to expand the flight envelope in 2026. This includes the technically challenging transition from vertical hover to wing-borne cruise flight.

Beyond the Aircraft: The Vector Ecosystem

While much of the industry focus remains on the aircraft itself, Eve is allocating a portion of these funds to its “comprehensive urban air mobility ecosystem,” specifically the Vector air traffic management software. Unlike competitors focusing solely on vehicle manufacturing, Eve is developing the digital infrastructure required to manage high-density urban air traffic.

According to company reports, the Vector software recently completed a successful real-world trial managing helicopter traffic at the São Paulo Grand Prix in November 2025. This “ecosystem-first” approach aims to create recurring revenue streams independent of aircraft sales, addressing the logistical challenges of operating air taxis in congested cities.

AirPro News Analysis: The “Embraer Advantage”

The composition of Eve’s backing, specifically the industrial support of Embraer and the financial support of global heavyweights like MUFG and JPMorgan, highlights a key differentiator in the crowded eVTOL market. While startups often face the dual challenge of certifying a novel aircraft and building a global support network from scratch, Eve leverages Embraer’s existing service centers, supply chains, and certification experience.

Furthermore, the participation of traditional banks suggests that the sector is maturing. As competitors like Joby Aviation and Archer Aviation push for earlier entry-to-service dates in 2025 and 2026, Eve’s conservative 2027 timeline appears designed to prioritize regulatory robustness over speed. This “smart money” validation indicates that institutional lenders see long-term viability in Eve’s methodical approach, even if it means entering the market slightly later than its peers.

Competitive Landscape and Market Position

The eVTOL sector is currently in a “separation phase,” where well-capitalized leaders are distinguishing themselves from struggling entrants. Eve’s $1.2 billion in total funding places it firmly among the industry leaders.

According to recent market data, Eve holds one of the largest order backlogs in the industry, with approximately 2,900 Letters of Intent (LOIs) valued at roughly $14.5 billion. While many of these agreements are non-binding, the company recently secured a firm order for 50 aircraft from Revo, a subsidiary of OHI Helicopters.

The table below compares Eve’s current standing against key competitors as of January 2026:

While Joby and Archer are pursuing faster timelines with the FAA, Eve is certifying primarily with Brazil’s ANAC. Due to bilateral agreements between Brazil and the U.S., this certification is expected to be streamlined for global markets, allowing Eve to benefit from Embraer’s deep regulatory history.

Conclusion

With $150 million in fresh debt financing and a successful prototype flight achieved, Eve Air Mobility enters 2026 with a clear runway. The company’s strategy of combining aircraft development with air traffic management software and leveraging Embraer’s industrial footprint offers a distinct path to commercialization. As the industry consolidates, evidenced by the financial struggles of other players in late 2024, Eve’s ability to secure capital from major banks underscores its position as a long-term contender in the future of urban flight.

Sources

• Eve Air Mobility Press Release

This article is based on an official press release from the Clean Aviation Joint Undertaking.

Clean Aviation Launches Coordinated “One Flight Path” Initiative for Hybrid-Electric Regional Aircraft

On January 20, 2026, the Clean Aviation Joint Undertaking announced a significant milestone in the development of sustainable regional aviation. Under the banner “Multiple disciplines, one flight path,” the organization officially launched the coordinated activities of four interconnected projects: PHARES, OSYRYS, HERACLES, and DEMETRA. These initiatives aim to integrate distinct technological domains, Propulsion, on-board systems, and aircraft architecture, into a unified roadmap for the next generation of regional aircraft.

According to the announcement, the primary objective of this coordinated effort is to develop an Ultra-Efficient Regional Aircraft (UERA) capable of reducing CO₂ emissions by 30% compared to 2020 state-of-the-art technology. The roadmap targets a commercial Entry into Service (EIS) by 2035, with flight demonstrations scheduled for the end of the decade.

Integrating Four Pillars of Technology

The initiative marks a shift from isolated technology development to a fully integrated, aircraft-level demonstration phase. The Clean Aviation Joint Undertaking describes this as a “first in Clean Aviation’s history,” ensuring that separate disciplines remain locked into a shared timeline and technical specification. The four projects cover the entire technology stack required for hybrid-electric flight.

PHARES: Hybrid Propulsion

Led by Pratt & Whitney Canada, the PHARES (Powerplant Hybrid Application for Regional Segment) project focuses on developing a hybrid-electric propulsion demonstrator. This marks the first time a Canadian company has led a Clean Aviation consortium. The project aims to integrate a derivative of the PW127XT turboprop engine with a Collins Aerospace 250 kW electric motor and an optimized propeller gearbox. The consortium targets a standalone fuel burn reduction of up to 20% for the propulsion system.

“Hybrid-electric propulsion and electrified aircraft systems are key parts of RTX’s technology roadmap… PHARES represents a transformative opportunity to demonstrate the potential for regional aviation.”

Maria Della Posta, President of Pratt & Whitney Canada

OSYRYS: On-board Systems

The OSYRYS (On-board SYstems Relevant for hYbridization of Regional aircraftS) project, led by Safran Electrical & Power, addresses the “nervous system” of the aircraft. As hybrid-electric designs require massive amounts of electrical power, OSYRYS focuses on high-voltage power distribution, thermal management, and electrical network protection to ensure safe management throughout the airframe.

HERACLES and DEMETRA: Design and Demonstration

Manufacturers ATR leads the final two pillars, which focus on the aircraft itself. HERACLES (Hybrid-Electric Regional Aircraft Concept for Low EmissionS) serves as the “digital” component, defining the conceptual design, architecture, and environmental impact assessments. It establishes the requirements that ensure propulsion and systems fit into a certifiable configuration.

DEMETRA (Demonstrator of an Electrified Modern Efficient Transport Regional Aircraft) represents the “physical” realization of these technologies. This project will integrate the innovations from PHARES and OSYRYS onto an ATR 72-600 flying testbed. Flight tests are currently targeted for the 2028–2029 timeframe to validate performance in real-world conditions.

Strategic Timeline and Goals

The coordinated launch reinforces the European Union’s commitment to maintaining leadership in the regional aviation market. The projects are part of a broader €945 million funding package (EU and industry contributions combined) announced in September 2025 under Clean Aviation’s Call 3.

The technical goals are aggressive, targeting a 30% reduction in CO₂ emissions. In addition to hybrid-electric propulsion, the aircraft is designed to be 100% compatible with SAF. The timeline places the flight test window between 2028 and 2029, bridging the gap between laboratory validation and the 2035 target for commercial service.

“This is more than a technological demonstration; it’s a bold commitment to the future of regional aviation. By flying the world’s first hybrid-electric regional aircraft by 2030, we aim to further demonstrate that sustainability and connectivity can go hand in hand.”

Nathalie Tarnaud Laude, CEO of ATR

AirPro News Analysis

The structure of this initiative highlights a strategic deepening of transatlantic aerospace ties. The leadership of Pratt & Whitney Canada in the PHARES project allows European funding to leverage best-in-class engine technology from a Canadian consortium, a move that diversifies the technical base of the program. Furthermore, by backing ATR, a joint venture between Airbus and Leonardo, the EU appears focused on securing its dominance in the turboprop market against emerging competition from manufacturers in Brazil and China. The “one flight path” approach suggests a recognition that integrating hybrid systems into legacy airframes requires a level of cross-disciplinary synchronization that previous, isolated research projects often lacked.

Sources

• Clean Aviation Joint Undertaking

This article is based on an official press release from NASA.

NASA has successfully completed a critical high-speed taxi test of a new wing design technology aimed at significantly reducing fuel consumption in Commercial-Aircraft. The testing, conducted at the NASA Armstrong Flight Research Center in Edwards, California, focused on the Crossflow Attenuated Natural Laminar Flow (CATNLF) concept. According to the agency, this technology has the potential to reduce fuel burn by up to 10 percent for large transport aircraft.

The milestone event, which took place on January 12, 2026, involved a scale model wing mounted to a specialized research aircraft. This ground-based testing serves as a precursor to upcoming Test-Flights scheduled for the coming weeks. By validating the structural integrity and instrumentation of the test article on the ground, NASA aims to ensure safety and data accuracy before the technology takes to the skies.

High-Speed Taxi Testing Details

The recent tests utilized NASA’s McDonnell Douglas F-15B Research Testbed (Tail No. 836). Instead of modifying the jet’s own wings, engineers mounted a 3-foot-tall scale model of the CATNLF wing vertically on a Centerline Instrumented Pylon (CLIP) located underneath the F-15B’s fuselage. This configuration allows researchers to expose the model to realistic airflow conditions without altering the host aircraft’s aerodynamics.

During the January 12 event, the aircraft reached speeds of approximately 144 mph on the runway. The primary objective was to verify that the model could withstand the physical stresses of high-speed travel and that its extensive suite of sensors was functioning correctly. NASA reports that the taxi tests were successful, clearing the path for initial flight testing.

Technical Specifications and Instrumentation

To capture the complex physics of airflow, the test article is heavily instrumented. According to technical data released by the agency, the model features:

• 123 static pressure sensors to map pressure distribution across the surface.
• 12 dynamic pressure sensors designed to detect rapid fluctuations indicative of turbulence.
• 54 subsurface thermocouples to measure temperature changes that signal the transition from smooth (laminar) to turbulent flow.

Additionally, an infrared (IR) camera mounted on the F-15B provides real-time thermal imaging, offering a visual map of how air flows over the wing surface.

Understanding CATNLF Technology

The core of this research addresses a specific aerodynamic challenge known as “crossflow instability.” Modern commercial airliners utilize swept wings to fly efficiently at high speeds. However, this sweep angle naturally generates turbulence, or crossflow, near the wing’s leading edge. This turbulence disrupts the smooth, laminar flow of air, increasing drag and forcing engines to burn more fuel.

CATNLF (Crossflow Attenuated Natural Laminar Flow) offers a passive solution to this problem. Rather than using heavy, complex mechanical systems to suck away turbulent air (known as active laminar flow), CATNLF relies on a specific reshaping of the wing’s airfoil. By altering the pressure gradients on the leading edge, the design dampens crossflow instabilities naturally.

Projected Efficiency Gains

The current physical testing is grounded in extensive computational research. A NASA study conducted between 2014 and 2017 applied the CATNLF design method to a Common Research Model (CRM), which represents a modern wide-body airliner similar to a Boeing 777.

“A NASA computational study conducted between 2014 and 2017 estimated that applying a CATNLF wing design to a large, long-range aircraft like the Boeing 777 could reduce fuel burn by 5 to 10 percent.”

, NASA Press Release

The study utilized advanced flow solvers to simulate flight conditions, finding that the design could achieve laminar flow over approximately 60 percent of the wing’s upper surface. If applied to a global fleet of wide-body aircraft, a 5 to 10 percent reduction in fuel consumption would translate to millions of dollars in savings and a substantial decrease in carbon emissions.

AirPro News Analysis

While much of the recent media attention on Sustainability aviation has focused on the X-66A Transonic Truss-Braced Wing (TTBW), the CATNLF project represents a vital, complementary track of research. The X-66A relies on a radical structural change, long, thin wings supported by trusses, to achieve efficiency. In contrast, CATNLF focuses on airfoil optimization that could potentially be applied to various wing configurations, including standard tube-and-wing designs or the TTBW itself.

We observe that the distinction between “active” and “passive” laminar flow is crucial for Manufacturers. Active systems add weight and maintenance complexity, which Airlines generally oppose. By pursuing a passive geometric solution, NASA is targeting a “sweet spot” of high efficiency with minimal operational penalties, increasing the likelihood of adoption by airframers like Boeing or Airbus in the next generation of aircraft.

Frequently Asked Questions

What is the main goal of the CATNLF project?
The primary goal is to validate a wing design that reduces aerodynamic drag by maintaining smooth (laminar) airflow over the wing, potentially reducing fuel consumption by up to 10%.

How does this differ from other laminar flow technologies?
CATNLF is a “passive” technology. It relies on the shape of the wing to control airflow, whereas “active” systems require pumps or suction devices to mechanically remove turbulent air.

When will this technology fly?
Following the successful taxi tests on January 12, 2026, NASA has scheduled initial flight testing to begin in the coming weeks.

What aircraft is being used for the tests?
NASA is using an F-15B Research Testbed. The experimental wing is a scale model mounted underneath the aircraft, not the wing of the F-15 itself.

Sources: NASA Press Release