This article is based on an official press release from GE Aerospace.

Singapore and GE Aerospace Launch SPAARC to Accelerate Aviation R&D

On February 2, 2026, key aviation stakeholders in Singapore signed a landmark Memorandum of Understanding (MOU) with GE Aerospace, officially establishing the Singapore Partnership for Aviation & Aerospace Research and Capability (SPAARC). Announced at the 3rd Changi Aviation Summit, this collaboration signals a major strategic shift for GE Aerospace in the region, expanding its focus from traditional Maintenance, Repair, and Overhaul (MRO) operations to upstream research and development.

According to the official press release, the partnership aims to accelerate the adoption of next-generation technologies essential for a sustainable global aviation hub. The agreement brings together GE Aerospace, the Civil Aviation Authority of Singapore (CAAS), the Singapore Economic Development Board (EDB), and the International Centre for Aviation Innovation (ICAI). Together, these entities plan to co-develop and test solutions in a real-world environment, specifically targeting safety, efficiency, and sustainability.

This initiative aligns with GE Aerospace’s broader strategy to deepen its footprint in the Asia-Pacific region. Late last year, the company announced a US$75 million investment to upgrade capabilities across the region, with a significant portion dedicated to enhancing Singapore’s status as a “living lab” for aviation technology.

The Three Pillars of SPAARC

The SPAARC initiative will concentrate its research and development efforts on three primary domains, designed to address the most pressing challenges in modern aviation.

1. AI and Digital Safety

As automation becomes increasingly critical to flight operations, the partnership will focus on developing robust governance frameworks for Artificial Intelligence. The goal is to ensure that safety-critical systems meet rigorous aviation standards. Additionally, the partners intend to utilize AI to enhance maintenance procedures, flight operations, and broader airspace management.

2. Airspace Modernization

To optimize flow and capacity at major hubs like Changi Airport, SPAARC will work on creating advanced analytical systems for flight route planning. These digital platforms aim to improve coordination between airports, airlines, and flight crews, reducing delays and fuel consumption.

3. Advanced Aerodynamics

The third pillar involves upstream research to support next-generation propulsion systems, such as Open Fan engines. Researchers will study how these novel engine designs integrate with current aircraft and airport infrastructure, preparing the ground for future fleet upgrades.

“Together, through the new Singapore Partnership for Aviation & Aerospace Research and Capability (SPAARC), we’ll shape what’s possible for the future of flight.”

, Rahul Ghai, CFO, GE Aerospace

Strategic Roles and Implementation

Each partner plays a distinct role in the ecosystem. CAAS acts as the regulator, providing a “regulatory sandbox” and the operational environment of Changi Airport to safely test new technologies. The EDB facilitates investment to ensure the partnership generates high-value technical jobs for Singapore’s workforce.

The International Centre for Aviation Innovation (ICAI), established in 2023, serves as the bridge between policy, private sector technology, and academic research. Its mandate is to translate research into operational reality, ensuring that innovations move effectively from the lab to the tarmac.

“Our work with GE Aerospace and key industry stakeholders translates research into real-world capabilities, helping to de-risk innovation and make transformative aviation projects achievable.”

, Patrick Ky, CEO, ICAI

AirPro News Analysis: Distinguishing SPAARC from Open Fan Testing

While SPAARC is a broad R&D framework, it is important to distinguish it from a separate agreement signed on the same day involving CAAS, Airbus, and CFM International (a GE/Safran joint venture). That separate deal establishes Singapore as the world’s first airport testbed specifically for the “RISE” Open Fan engine architecture.

We view SPAARC as the foundational research layer, providing the necessary data on aerodynamics and safety frameworks, that will support the operational testing conducted under the specific Open Fan agreement. By decoupling the broad research (SPAARC) from the specific hardware testing (Open Fan), Singapore is effectively de-risking the development of these technologies before a global rollout.

Significance for Global Aviation

For Singapore, this partnership cements its status as more than just a transit hub; it positions the nation as a global leader in aviation innovation. The initiative directly supports the Singapore Sustainable Air Hub Blueprint, which targets net-zero domestic emissions by 2050.

Han Kok Juan, Director-General of CAAS, emphasized the efficiency gains expected from this public-private model:

“Through public-private research partnerships such as this, we hope to establish and offer new innovation pathways that are more efficient and effective than what are available currently.”

, Han Kok Juan, Director-General, CAAS

Globally, the AI governance frameworks developed under SPAARC could set a precedent for how regulators worldwide approve AI tools for safety-critical flight operations, potentially standardizing the integration of artificial intelligence in aerospace.

Sources

• GE Aerospace Press Release

This article is based on an official press release from Airbus and additional industry reporting regarding the Singapore Airshow 2026.

Asia-Pacific Aviation at a Crossroads: Balancing Growth with a “Just Transition”

As the aviation industry gathers for the Singapore Airshow 2026, the Asia-Pacific (APAC) region stands as the focal point of global aerospace growth. According to recent industry forecasts, APAC is projected to account for over 50% of global aviation growth between 2025 and 2026. However, this rapid expansion presents a critical challenge: reconciling a forecast 7.3% increase in passenger traffic with urgent decarbonization goals.

In a press release issued on February 2, 2026, Airbus outlined a strategy focused on a “just transition.” The European manufacturer argues that the adoption of Sustainable Aviation Fuel (SAF) in Asia-Pacific offers more than just environmental compliance; it presents a pathway for regional socioeconomic development and energy sovereignty.

The Socioeconomic Case for SAF

While the primary driver for SAF adoption globally has been carbon reduction, Airbus emphasizes that for the APAC region, the benefits are deeply tied to local economic resilience. The region possesses abundant feedstock potential, including agricultural residues, used cooking oil, and palm oil waste.

Turning Waste into Wealth

According to the Airbus announcement, utilizing agricultural waste for fuel production addresses multiple local issues simultaneously. In many parts of Asia, the burning of agricultural fields contributes significantly to seasonal air pollution. By converting this biomass into SAF, the region can reduce local smog while creating new revenue streams for rural communities.

Airbus describes this approach as a “just transition,” ensuring that the shift to green energy supports developing economies rather than hindering them. The manufacturer notes that developing local production capabilities also boosts “regional energy sovereignty,” reducing the reliance on imported fossil fuels.

“Given the broad socioeconomic diversity… Asia-Pacific is a prime place to demonstrate the possibilities for a just transition. Leveraging co-benefits could open opportunities to build community resilience.”

, Airbus Press Release, February 2, 2026

Regulatory Momentum and National Mandates

Beyond manufacturer initiatives, government policy in the region is hardening. Data released in conjunction with the Singapore Airshow highlights a wave of new mandates and targets aimed at accelerating SAF uptake.

Most notably, Singapore has confirmed the introduction of a SAF levy for all flights departing from Changi Airport starting October 1, 2026. This levy is designed to fund a national 1% SAF target by the end of the year, with plans to scale to 3-5% by 2030.

Other regional developments include:

• Japan: A set ambition for 10% SAF usage by 2030.
• South Korea: A mandate of 1% SAF starting in 2027, rising to 10% by 2035.
• India: A 1% mandate for international flights beginning in 2027.
• Australia: A government commitment of AUD 1.1 billion in production incentives for low-carbon liquid fuels.

Technological Milestones at Singapore Airshow 2026

The push for decarbonization is also visible on the tarmac. During the Singapore Airshow, an Airbus A350-1000 is performing flying displays powered by a 35% SAF blend. The fuel, supplied by Shell Aviation, was produced via the HEFA-SPK pathway using used cooking oil and tallow.

New Partnerships

In a significant move for propulsion technology, Airbus, CFM International, and the Civil Aviation Authority of Singapore (CAAS) signed a Memorandum of Understanding (MOU) on February 2. This agreement establishes Singapore as the world’s first airport testbed for the “RISE” (Revolutionary Innovation for Sustainable Engines) program. The initiative aims to test “Open Fan” engine architecture, which targets a 20% improvement in fuel efficiency.

Additionally, Airbus and Cathay Group have reiterated their commitment to a US$70 million joint investment, originally announced in late 2025, to accelerate SAF production projects with commercial viability in the region.

AirPro News Analysis

While the regulatory and technological momentum is palpable, a stark reality remains. Industry data indicates that global SAF output reached only 1.9 million tonnes in 2025, representing a mere 0.6% of total jet fuel demand. With APAC passenger traffic expected to grow by 7.3% in 2026, the gap between demand for travel and the supply of green fuel is widening.

The “green premium”, where SAF costs 2x to 4x more than conventional jet fuel, remains the primary hurdle. While the “just transition” narrative provided by Airbus offers a compelling long-term vision for feedstock utilization, the immediate success of these initiatives will depend heavily on whether the new levies and investments can bridge the price gap quickly enough to meet the 2027-2030 mandates.

Frequently Asked Questions

What is the “Just Transition” in aviation?
In this context, it refers to decarbonizing aviation in a way that provides economic benefits to developing nations, such as creating jobs in rural areas by using agricultural waste for fuel production.

When does the Singapore SAF levy begin?
The levy applies to all flights departing Singapore starting October 1, 2026.

What is the current global supply of SAF?
As of 2025, SAF production accounted for approximately 0.6% of total global jet fuel usage.

Sources:
Airbus,
IATA,
Civil Aviation Authority of Singapore

This article is based on an official press release from Bristow Group and public statements from Avinor.

Norway Completes Historic Electric Aviation Test with Bristow and BETA Technologies

On Wednesday, January 28, 2026, Norway marked a significant milestone in the global transition to sustainable flight. According to an official press release from the Bristow Group, the country successfully completed its first-ever electric aviation test project, a six-month operational trial that integrated electric aircraft into standard airspace alongside conventional traffic.

The project, executed by vertical flight solutions provider Bristow Group in partnership with aircraft manufacturers BETA Technologies, utilized the ALIA CX300 electric Conventional Take-Off and Landing (eCTOL) aircraft. Operating under the framework of Norway’s “International Test Arena for Zero and Low Emission Aviation,” the trial aimed to gather real-world data on electric flight operations in challenging conditions.

This completion signals a shift from theoretical testing to operational reality, demonstrating that electric aviation can function reliably within a regulated, high-traffic environment.

Operational Benchmarks and Winter Testing

The test flights campaign, which began in August 2025, focused on the logistical and operational realities of flying electric aircraft in Norway’s unique environment. According to project data released by the partners, the ALIA CX300 completed over 100 flights during the trial period.

The primary route connected Stavanger Airport, Sola, to Bergen Airport, Flesland, a distance of approximately 86 nautical miles (160 km). While the ALIA CX300 boasts a maximum range of approximately 386 nautical miles (714 km), this specific route was chosen to simulate high-traffic regional connectivity.

Weather and Airspace Integration

A critical component of this project was testing the hardware against Nordic winter conditions. Electric battery performance in cold weather is a common industry concern, yet the trial successfully validated the aircraft’s reliability in low temperatures. Furthermore, the flights were conducted under both Visual Flight Rules (VFR) and Instrument Flight Rules (IFR), proving that electric aircraft can operate safely in controlled airspace without disrupting existing commercial traffic.

“Everything has been running to plan, frankly. This route [Stavanger to Bergen] makes up the cornerstone of this test arena and simulating a cargo mission on the full route was an important, and symbolic, first step.”

— Dave Stepanek, Chief Transformation Officer, Bristow Group (December 2025)

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Strategic Context: The International Test Arena

This initiative represents the inaugural project for the “International Test Arena for Zero and Low Emission Aviation,” a regulatory sandbox established by Avinor (Norway’s state-owned airport operator) and the Civil Aviation Authority of Norway (CAA Norway) in April 2024.

The goal of the arena is to accelerate the commercial introduction of zero-emission aircraft by allowing operators to test technology in a real operational environment. By doing so, regulators can identify necessary rule changes and infrastructure requirements, such as charging standards and ground handling procedures, before commercial passenger services launch.

According to Avinor, the data gathered from the Bristow and BETA Technologies trial will directly influence future infrastructure development.

“As the national airport operator, Avinor has a clear responsibility to prepare our infrastructure for the next generation of aviation. Through this project, we have gained concrete experience that will guide how we develop airports and charging infrastructure…”

— Karianne Helland Strand, Executive Vice President for Sustainability and Infrastructure, Avinor

AirPro News Analysis

The significance of this test lies not just in the technology, but in the “normalization” of the operation. While early electric aviation headlines focused on short hops or prototypes, the Bristow trial emphasized routine integration. By flying cargo configurations under Instrument Flight Rules (IFR) in winter, the partners addressed the three biggest skeptics of electric flight: range anxiety, battery performance in cold weather, and air traffic control integration.

We observe that Norway is effectively positioning itself as the global laboratory for green aviation. By providing a “regulatory sandbox,” they are attracting manufacturers like BETA Technologies who need real-world validation that goes beyond sunny, dry test ranges. The successful completion of this project likely clears the path for the next phase of the RFP process, inviting new operators to test in 2026.

Frequently Asked Questions

What aircraft was used in the test?
The trial utilized the ALIA CX300, an electric Conventional Take-Off and Landing (eCTOL) aircraft manufactured by BETA Technologies.

Was the aircraft carrying passengers?
While the ALIA CX300 is designed to carry up to five passengers, this specific test campaign operated the aircraft in a cargo-aircraft configuration to simulate logistics missions.

Did the cold weather affect the aircraft?
The project specifically tested operations in winter conditions. Bristow pilot Jeremy Degagne noted that the aircraft maintained a safe energy margin and the experience caused “no operational stress” regarding energy autonomy.

Who organized the test?
The test was operated by Bristow Group (Bristow Norway AS) in partnership with BETA Technologies, under the supervision of Avinor and the Civil Aviation Authority of Norway.

Sources

• Bristow Group Press Release
• Public statements from Avinor