Technology & Innovation
NASA Tests CATNLF Wing Design to Cut Fuel Use by 10 Percent
NASA’s CATNLF wing design completed its first flight test, aiming to reduce fuel consumption by up to 10% for future commercial aircraft.
This article is based on an official press release from NASA.
NASA Successfully Flies Experimental Wing Design to Slash Fuel Use
On January 29, 2026, NASA achieved a significant milestone in sustainable aviation by conducting the first successful flight of the Crossflow Attenuated Natural Laminar Flow (CATNLF) wing design. According to the agency, the test took place at the NASA Armstrong Flight Research Center in Edwards, California, utilizing the agency’s F-15B Research Testbed aircraft. This Test-Flights marks the beginning of a comprehensive testing campaign aimed at validating aerodynamic technologies that could drastically reduce fuel consumption for future commercial airliners.
The experimental wing section, a 3-foot scale model, was mounted vertically underneath the F-15B’s fuselage to simulate flight conditions relevant to large transport aircraft. NASA reports that the primary objective of the 75-minute flight was to demonstrate that the specific wing geometry could maintain “laminar” (smooth) airflow over a swept wing, a feat that has historically been difficult to achieve without heavy mechanical systems.
This project is a key component of NASA’s Sustainable Flight National Partnership, which seeks to help the aviation industry reach net-zero carbon emissions by 2050. By refining the shape of the wing to passively control airflow, engineers hope to reduce drag significantly, offering a potential 10% reduction in fuel burn for long-haul jets.
Understanding the CATNLF Technology
Modern commercial jets utilize swept wings, angled backward from the fuselage, to fly efficiently at high transonic speeds. However, this design introduces a specific aerodynamic challenge known as “crossflow instability.” As air moves across a swept wing, it tends to become turbulent near the leading edge, increasing friction drag and fuel consumption.
According to NASA’s technical overview, the CATNLF design addresses this issue through geometry rather than mechanics. Instead of using heavy suction systems or active control devices to smooth the air, the CATNLF wing features a computer-optimized shape that manipulates air pressure distribution. This “dampens” crossflow instabilities, allowing the air to remain smooth and layered (laminar) over a much larger surface area.
The Test Configuration
For this specific test series, NASA did not fly a full-sized new aircraft. Instead, they utilized a “scaled wing” test article, a 40-inch tall model attached to the F-15B. This setup allows researchers to expose the model to the high speeds and specific angles of attack experienced by commercial airliners, gathering real-world data to validate computer simulations.
“It was incredible to see CATNLF fly after all of the hard work the team has put into preparing. Finally seeing that F-15 take off and get CATNLF into the air made all that hard work worth it.”
, Michelle Banchy, Research Principal Investigator, NASA Langley
Economic and Environmental Impact
The implications of this research extend well beyond aerodynamic theory. NASA estimates that if the CATNLF technology is successfully scaled up and applied to large, long-range aircraft like the Boeing 777, it could reduce fuel burn by up to 10%. In an industry where fuel costs are a primary operating expense, such an efficiency gain would translate to millions of dollars in annual savings per aircraft.
Furthermore, the environmental impact aligns with global climate goals. A reduction in fuel burn directly correlates to lower carbon dioxide emissions. Mike Frederick, the Principal Investigator at NASA Armstrong, emphasized the cumulative value of these improvements.
“Even small improvements in efficiency can add up to significant reductions in fuel burn and emissions for commercial airlines.”
, Mike Frederick, Principal Investigator, NASA Armstrong
AirPro News Analysis
We view the CATNLF project as a critical pivot point for “Green-Aviation.” While much industry attention is currently focused on radical propulsion changes, such as hydrogen or electric powertrains, those technologies remain decades away for long-haul wide-body aircraft. Aerodynamic refinements like CATNLF represent a “near-term” solution that can be integrated into the next generation of conventional tube-and-wing aircraft expected in the 2030s.
Unlike active laminar flow control systems, which require complex maintenance and add weight (often negating some fuel savings), NASA’s passive approach relies entirely on shape. If validated, this could allow Manufacturers to achieve double-digit efficiency gains without increasing the mechanical complexity of the airframe, a highly attractive proposition for airlines focused on reliability and maintenance costs.
Future Outlook
The January 29 flight was merely the first of up to 15 planned test flights. NASA has indicated that future sorties will push the test article to various speeds and altitudes to map exactly where and when the laminar airflow breaks down. These data points are essential for refining the design before it can be considered for full-scale commercial production.
The project involves collaboration between NASA Langley Research Center, which led the design refinement, and NASA Armstrong Flight Research Center, which is conducting the flight operations. The ultimate goal is to transition this technology to the commercial sector in time for the next generation of single-aisle and wide-body airliners.
Frequently Asked Questions
What does CATNLF stand for?
It stands for Crossflow Attenuated Natural Laminar Flow. It is a wing design method that uses shape to prevent air turbulence.
Is this related to the company Scaled Composites?
No. The term “scaled wing” in NASA’s reports refers to the size of the test model (a 3-foot scale model), not the aerospace manufacturer Scaled Composites.
How much fuel can this save?
NASA estimates that applying this technology to large transport aircraft could reduce fuel consumption by up to 10%.
When will we see this on real planes?
If testing is successful, the technology could be integrated into new commercial aircraft designs entering service in the 2030s.
Sources
Photo Credit: NASA
Technology & Innovation
GE Aerospace Completes First Hybrid-Electric Flight Above 30,000 Feet
GE Aerospace, NASA, BETA Technologies, and Boeing achieve world’s first hybrid-electric flight above 30,000 feet on a Saab 340B testbed.
GE Aerospace, in collaboration with NASA, BETA Technologies, and Boeing, has successfully completed the world’s first flight of a hybrid-electric aircraft above 30,000 feet.
The milestone, announced in a July 20 press release during the Farnborough International Airshow, utilized a modified Saab 340B testbed to demonstrate the viability of megawatt-class hybrid propulsion at altitudes typical for commercial regional aviation.
Engineering the hybrid-electric testbed
The testbed aircraft, a Saab 340B that standardly seats 30 to 36 passengers, features a unique asymmetrical propulsion setup. The left wing retains a standard GE CT7 turboprop engine. The right wing houses a fully integrated megawatt-class, multi-kilovolt hybrid-electric propulsion system.
Multiple aerospace manufacturers collaborated to integrate the experimental hardware onto the regional airframe. Boeing subsidiary Aurora Flight Sciences supplied the modified, inverted nacelle required to house the hybrid system, while BAE Systems provided the battery architecture.
BETA Technologies Founder and CEO Kyle Clark highlighted the dual benefits of the configuration in a statement provided by GE Aerospace.
This hybrid electric system improved the high-altitude performance and climb capability while creating a flying laboratory to inform all future hybrid designs.
Flight testing and transatlantic journey
The aircraft completed its initial flight in the hybrid-electric configuration on May 3, 2026. The high-altitude milestone occurred shortly after on May 20, 2026, when the aircraft exceeded 30,000 feet. During the testing phase, the longest single flight in hybrid-electric operation lasted more than two hours.
Following domestic testing in the United States, BETA Technologies pilots ferried the aircraft across the Atlantic Ocean for its public debut at Farnborough. The transatlantic journey included stops in Newfoundland, Greenland, Iceland, and Scotland. During each leg, the hybrid system was engaged to provide electric assist during climbs and to recharge the batteries using a generate mode.
GE Aerospace Chairman and CEO H. Lawrence Culp, Jr. described the achievement as a historic moment for the aviation industry, noting the partnership’s goal to accelerate hybrid-electric technology to meet customer demands for efficiency, durability, and range.
NASA partnership and future implications
The development of the megawatt-class powertrain stems from a 2021 contract awarded to GE Aerospace under the NASA Electrified Powertrain Flight Demonstration (EPFD) project. The contract, valued at $179 million, funded the design, build, and flight testing of the hybrid system.
AirPro News analysis
We view the 30,000-foot milestone as a critical validation point for hybrid-electric architectures in regional commercial aviation. While fully electric propulsion remains constrained by battery energy density limitations for passenger aircraft, hybrid systems offer a pragmatic transitional step. By utilizing electric assist during high-thrust phases like takeoff and climb, operators can significantly reduce fuel burn and emissions without sacrificing the range and payload capabilities required for profitable regional routes. The successful transatlantic ferry flight demonstrates the operational robustness of the system outside a highly controlled local test environment.
Sources: GE Aerospace
Photo Credit: GE Aerospace
Technology & Innovation
Airbus A380 Flight Lab Unveiled for CFM RISE Open Fan Testing
Airbus and CFM International unveil A380 flight lab livery at Farnborough 2026 for CFM RISE Open Fan engine tests.
Airbus SE and CFM International unveiled the livery for the Airbus A380 flight lab dedicated to testing the CFM RISE (Revolutionary Innovation for Sustainable Engines) Open Fan engine architecture at the Farnborough International Airshow on July 21, 2026.
The presentation coincides with the completion of the first conceptual flight test design review. The joint program between Airbus and CFM International, a 50/50 joint company between GE Aerospace and Safran Aircraft Engines, aims to reduce fuel consumption and carbon dioxide emissions by 20 percent compared to current commercial engines.
Transitioning to flight test preparation
The designated testbed aircraft, an Airbus A380 identified as Manufacturer Serial Number (MSN) 114, departed a six-year desert storage in France on July 16, 2026. The aircraft relocated to Shannon, Ireland, to undergo painting and structural modifications. Engineers will eventually mount the open fan engine in the number 2 position on the inboard left wing for the Test-Flights campaign.
CFM International recently completed the preliminary design review for the compact core system, open fan, and outlet guide vanes. Arjan Hegeman, Vice President of Future of Flight Engineering at GE Aerospace, stated that this milestone allows the Manufacturing of parts for the grounded demonstrator to begin.
Prioritizing engine durability
While the open fan design removes the traditional engine casing to accommodate a larger fan and reduce drag, program leaders are placing equal emphasis on component longevity. GE Aerospace has completed over 350 tests and 3,000 endurance cycles on core components, which includes early dust ingestion testing.
“If there’s anything we’ve learned over the last years, it’s that durability matters as much as, if not more than, fuel efficiency,” Hegeman said.
Hegeman noted that the engineering teams are aiming to reach technology readiness level six by the turn of the decade.
AirPro News analysis
The explicit focus on durability during the early testing phases of the CFM RISE program reflects a broader industry shift. Current-generation narrowbody engines have faced well-documented time-on-wing and maintenance challenges, prompting Manufacturers to prioritize robust operating characteristics alongside fuel efficiency gains. By subjecting core components to 3,000 endurance cycles and dust ingestion tests years before the first flight, CFM International is working to ensure the open fan architecture can withstand harsh operational environments from entry into service. We expect this dual mandate of efficiency and reliability to define the Certification pathway for next-generation Propulsion systems.
Sources: GE Aerospace Press Release
Photo Credit: GE Aerospace
Technology & Innovation
Joby Aviation and Toyota Form eVTOL Manufacturing Joint Venture
Joby Aviation and Toyota establish a joint venture to manufacture the S4 eVTOL, with Toyota holding a 51% stake.
Joby Aviation, Inc. (JOBY) and Toyota Motor Corporation (TM) have formalized their nearly decade-long partnership by establishing a joint venture to manufacture electric vertical take-off and landing (eVTOL) aircraft. The new entity, named the Joby Toyota Aero Manufacturing Preparation Company, will focus on scaling commercial production of the Joby S4 Series eVTOL aircraft.
Announced in a press release on June 30, 2026, following a U.S. Securities and Exchange Commission (SEC) 8-K filing on June 29, 2026, the alliance combines Joby’s electric aviation technology with Toyota’s established production systems expertise. The joint venture will operate across locations in Santa Cruz, California, and Toyota City, Japan.
Joint venture structure and financial stakes
Toyota holds a 51 percent majority stake in the new manufacturing company, acquired through the purchase of 1.02 million shares for $1.02 million. Joby retains the remaining 49 percent stake, having purchased 980,000 shares for $980,000. The joint venture will be governed by a five-member board of directors, with three members designated by Toyota and two designated by Joby.
The agreement includes specific intellectual property licensing arrangements between the two parent companies. Joby will license certain aircraft-related intellectual property to the joint venture on a royalty-free basis. In return, Toyota will license manufacturing-related intellectual property to the venture, which includes certain royalty-bearing rights.
Scaling eVTOL production
The formal joint venture builds upon a foundation of significant financial and technical support from the Japanese automaker. Toyota has provided approximately $900 million in total capital to Joby to date. The automaker is already providing technical assistance as Joby establishes a series production line for the S4 eVTOL aircraft at a facility in Ohio.
In the June 30 press release, Joby Aviation founder and CEO JoeBen Bevirt highlighted the depth of the corporate relationship.
“Toyota has been by Joby’s side for nearly a decade, providing invaluable guidance and support as we built the foundation for Manufacturing our aircraft. Today’s announcement reflects the strength of our relationship and our shared confidence in the opportunity ahead.”
Toyota Motor Corporation Chairman Akio Toyoda stated that the company views air mobility as a natural extension of its philosophy of providing mobility for all, expanding its focus from the ground into the sky to bring new value to society.
Certification progress and next steps
The manufacturing alliance aligns with Joby’s ongoing Certification efforts with the U.S. Federal Aviation Administration (FAA). During the first quarter of 2026, Joby began flying its first FAA-conforming aircraft for type inspection authorization. This testing phase is a required step as the company works toward achieving full FAA type certification for the S4 Series.
With the joint venture now legally established, the two companies will begin integrating their engineering and manufacturing teams across the California and Japan facilities to prepare for high-volume aircraft production.
AirPro News analysis
We view the formalization of the Joby Toyota Aero Manufacturing Preparation Company as a critical de-risking event for Joby’s production ambitions. While designing and certifying an eVTOL aircraft presents significant regulatory hurdles, manufacturing these vehicles at scale with automotive-style efficiency is an entirely different challenge that has historically troubled aerospace Startups. By securing a majority-stake commitment from Toyota, Joby gains direct access to one of the world’s most proven manufacturing systems. Furthermore, the intellectual property arrangement, where Toyota retains royalty-bearing rights on its manufacturing processes, suggests the automaker sees long-term revenue potential in aerospace production beyond its initial capital Investments.
Photo Credit: Joby Aviation
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