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

On March 24, 2026, global fashion retailer SHEIN announced a new agreement with DHL Express to utilize the logistics provider’s GoGreen Plus service. This initiative integrates Sustainable Aviation Fuel (SAF) into SHEIN’s international air freight operations, marking another step in the company’s efforts to address lifecycle emissions associated with its supply chain.

According to the official press release, the partnership is designed as an early-stage pilot to help the retailer evaluate economic feasibility, certification frameworks, and operational integration. SHEIN explicitly acknowledges that the immediate emissions impact will be modest relative to its total air transport footprint, reflecting broader constraints in the global SAF market where alternative fuels represent only a fraction of conventional jet fuel supply.

We note that this move builds upon SHEIN’s previous SAF pilot programs initiated in 2025, signaling a continued corporate push to support capacity-building activities and demand signaling, particularly within the rapidly evolving Asia-Pacific (APAC) region.

Expanding SAF Pilots and Logistics Partnerships

The DHL GoGreen Plus Agreement

Under the new agreement, SHEIN will leverage DHL’s GoGreen Plus service, which utilizes an “insetting” approach to reduce Scope 3 greenhouse gas emissions. Rather than fueling specific cargo planes directly with SAF, the fuel is introduced into DHL’s broader aviation network. The resulting lifecycle emissions reductions are then allocated to SHEIN using internationally recognized carbon accounting and certification frameworks.

“Signing the GoGreen Plus agreement with SHEIN marks another important milestone in DHL Express’s commitment to driving the green transformation of air logistics. As a long-term partner in SHEIN’s global logistics network, we are pleased to work together to explore how sustainable aviation fuel can be integrated into their air cargo operations.”

Building on 2025 Initiatives

The DHL partnership is part of a broader, multi-carrier strategy. Industry research highlights that in 2025, SHEIN procured 187.3 tonnes of SAF across 14 Atlas Air charter flights, achieving an estimated emissions reduction of 579.1 tonnes of CO₂ equivalent (tCO₂e). Furthermore, the company signed a Memorandum of Understanding (MoU) with Lufthansa Cargo in August 2025 to accelerate SAF adoption.

Regionally, SHEIN is also participating in a China-based SAF pilot program organized by China National Aviation Fuel (CNAF) and the Second Research Institute of Civil Aviation of China (CASRI). Through this initiative, the retailer plans to procure an initial batch of SAF from Air China Cargo, utilizing traceability mechanisms to track usage.

“Working with partners such as DHL allows us to better understand how sustainable aviation fuel solutions may be incorporated into air cargo logistics. Initiatives like this are part of SHEIN’s broader efforts to explore how emerging approaches across the aviation sector may contribute to addressing carbon emissions associated with air transport.”

Global Bottlenecks and the Cost of Decarbonization

Production and Pricing Realities

SHEIN’s press release notes that wider adoption of SAF remains constrained by limited production capacity and higher costs. Data from the International Air Transport Association (IATA) released in December 2025 provides stark context for these limitations. According to IATA, global SAF production reached 1.9 million metric tons in 2025. While this doubled the output of 2024, it still represented only 0.6% of total global jet fuel consumption.

Growth is projected to slow slightly in 2026, reaching an estimated 2.4 million metric tons, or roughly 0.8% of global demand. Furthermore, SAF currently trades at two to five times the price of conventional fossil jet fuel. IATA estimates that this premium added approximately $3.6 billion to the aviation industry’s fuel costs in 2025 alone.

Policy Friction

The macroeconomic challenges are compounded by regulatory friction. IATA has publicly criticized certain regional mandates, arguing that they have distorted markets and increased compliance costs without guaranteeing adequate fuel supply.

“SAF production growth fell short of expectations as poorly designed mandates stalled momentum in the fledgling SAF industry… If the objective is to increase SAF production to further the decarbonization of aviation, then they [policymakers] need to learn from failure and work with the airline industry to design incentives that will work.”

The Asia-Pacific Momentum

Regulatory Shifts and Capacity Building

The press release emphasizes strengthening the demand signal for SAF in the Asia-Pacific region through capacity-building activities. Industry data shows that APAC is currently undergoing a massive shift in SAF infrastructure and regulation, transitioning from voluntary goals to concrete mandates.

Singapore implemented a confirmed goal of 1% SAF by 2026, funded by a passenger levy, while Japan is finalizing a 10% SAF mandate by 2030. South Korea, India, and Indonesia are also rolling out blending roadmaps expected to take effect around 2027.

To support this regulatory push, physical infrastructure is scaling up. Neste operates a significantly expanded SAF refinery in Singapore, and Hong Kong-based EcoCeres is expanding into Malaysia. Additionally, in May 2025, the World Economic Forum (WEF) and GenZero launched “Green Fuel Forward,” an initiative specifically designed to scale SAF demand and build regional capacity for aviation decarbonization in APAC, involving major airlines and logistics firms like DHL.

AirPro News analysis

SHEIN’s latest announcement reflects a maturing corporate approach to aviation decarbonization. By explicitly stating that the emissions impact of these early-stage pilots will be “modest,” the company avoids the pitfalls of greenwashing and aligns its messaging with the stark realities of the global SAF market. The reliance on DHL’s GoGreen Plus “book-and-claim” model highlights that, for global shippers, insetting remains the most viable mechanism to participate in the SAF economy without requiring direct physical access to alternative fuels at every origin airport. As APAC mandates like Singapore’s 2026 target take effect, corporate demand signals from high-volume freight users like SHEIN will be critical in justifying the massive capital expenditures required for regional SAF refineries.

Frequently Asked Questions

What is DHL’s GoGreen Plus service?

GoGreen Plus is a service offered by DHL Express that allows customers to reduce the Scope 3 carbon emissions associated with their freight. It uses an “insetting” or “book-and-claim” model, where DHL purchases Sustainable Aviation Fuel (SAF) and introduces it into its broader aviation network, allocating the certified emissions reductions to the participating customer.

How much of global aviation fuel is currently SAF?

According to December 2025 data from the International Air Transport Association (IATA), SAF accounts for only 0.6% of global jet fuel consumption, constrained by limited production capacity and high costs.

Why is SAF more expensive than conventional jet fuel?

SAF is currently two to five times more expensive than conventional fossil jet fuel due to the high costs of feedstock collection, complex refining processes, and a lack of scaled production infrastructure globally.

Sources: SHEIN Press Release

NASA has officially relocated its highly versatile Pilatus PC-12 research aircraft from the Glenn Research Center in Cleveland, Ohio, to the Armstrong Flight Research Center in Edwards, California. Announced on March 24, 2026, the strategic move aims to maximize the aircraft’s utility across the agency’s diverse flight research initiatives while maintaining its current scientific objectives.

The aircraft, bearing NASA Tail Number 606, has spent the last four years serving as a critical flying laboratory for Advanced Air Mobility (AAM) infrastructure and space communications. By transitioning operations to Armstrong, NASA intends to leverage the center’s specialized expertise in managing deployed aircraft, ensuring the PC-12 can continue its dedicated missions while expanding its availability for cross-agency projects.

A Proven Track Record in Aviation and Space Tech

Advancing Air Mobility and Laser Communications

Since its acquisition by NASA’s Glenn Research Center in 2022 to replace aging fleet members, the 2008 Pilatus PC-12/47E has been instrumental in testing next-generation aviation infrastructure. According to the NASA release, the aircraft conducted extensive low- and high-altitude missions over Ohio to evaluate commercial communications technologies, including radio, cellular, and satellite systems. These tests are foundational for the safe integration of highly automated transportation systems, such as urban air taxis and cargo drones.

Beyond terrestrial aviation, the PC-12 played a pivotal role in a groundbreaking communications relay experiment with the International Space Station (ISS). NASA reports that the aircraft utilized a portable laser terminal to transmit a 4K video stream through a ground network and satellite directly to the ISS. Notably, this test successfully demonstrated the optical system’s ability to penetrate cloud coverage, overcoming a historical hurdle for laser-based space communications.

The Strategic Shift to Armstrong

Embracing the Deployed Aircraft Concept

The relocation to Edwards, California, which officially took place on February 11, 2026, represents a strategic optimization of NASA’s aviation assets. Armstrong Flight Research Center is renowned for its proficiency in managing “deployed aircraft”, assets that travel globally to execute specific, temporary missions before returning to base.

Darren Cole, Capabilities Manager for the Flight Demonstrations and Capabilities project at NASA Armstrong, highlighted the operational benefits of this transition in the agency’s announcement.

“NASA Armstrong is proficient in supporting a deployed aircraft concept, where our aircraft goes to another part of the country or world to complete a specific mission. That’s exactly what we are going to do with the PC-12, to continue a wide range of flight research.”

— Darren Cole, NASA Armstrong

The cross-country transition was facilitated by NASA Glenn pilots Kurt Blankenship and Jeremy Johnson, and the aircraft was officially welcomed by Troy Asher, Director for Flight Operations at NASA Armstrong. While based in California, the PC-12 will continue to support Glenn’s ongoing research remotely.

Aircraft Capabilities and Versatility

Why the Pilatus PC-12?

The Pilatus PC-12 is uniquely suited for NASA’s diverse research requirements. The single-engine turboprop features a pressurized cabin, a cruising speed of 322 mph, and the ability to operate at altitudes ranging from 4,000 to 30,000 feet. Furthermore, its capacity to land on short, unpaved runways makes it highly adaptable for remote or challenging deployments.

James “J.D.” Demers, Chief of Flight Operations at NASA Glenn, explained the original rationale for selecting the PC-12 in the agency’s release.

“We needed an aircraft that had the ability to fly at high and low altitudes, was fuel efficient and had the cargo capacity to carry researchers and monitoring equipment… It also needed to take off and land in a variety of challenging airport situations.”

— James “J.D.” Demers, NASA Glenn

AirPro News analysis

We view this relocation as a clear indicator of NASA’s broader push toward resource optimization and inter-center collaboration. By centralizing the PC-12’s flight operations at Armstrong, a facility purpose-built for experimental aviation support, the agency can reduce operational redundancies while keeping the aircraft active for Glenn’s specific technology development needs.

Furthermore, the continued focus on Advanced Air Mobility (AAM) infrastructure testing underscores the urgency of preparing national airspace for autonomous air taxis and drone deliveries. The PC-12’s ongoing work in this sector will likely yield critical data required by the Federal Aviation Administration and industry stakeholders to certify and safely manage the next generation of commercial Aviation.

Frequently Asked Questions

What is the NASA PC-12 used for?

The Pilatus PC-12 serves as a flying laboratory for testing Advanced Air Mobility (AAM) communications and conducting laser relay experiments with the International Space Station.

Why was the aircraft moved to NASA Armstrong?

The move allows NASA to utilize Armstrong’s “deployed aircraft” operational model, maximizing the aircraft’s availability for cross-agency missions while continuing to support its original research goals remotely.

When did the relocation occur?

The aircraft officially arrived at NASA Armstrong on February 11, 2026, and the strategic move was publicly announced by the agency on March 24, 2026.

Sources

NASA

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

NASA’s X-59 Supersonic Aircraft Completes Abbreviated Second Test Flight

On Friday, March 20, 2026, NASA’s X-59 quiet supersonic research aircraft took to the skies for its second test-flights. Taking off from Edwards Air Force Base in California, the flight marked the official beginning of the “envelope expansion” phase for the agency’s ambitious Quesst mission.

According to an official press release from NASA, the flight was intentionally cut short to just nine minutes after a cockpit system warning. Despite the abbreviated duration, NASA test pilot Jim “Clue” Less landed the experimental military-aircraft safely, and mission officials have deemed the flight a success due to the valuable data collected on the aircraft’s handling and onboard systems.

The Quesst mission aims to revolutionize commercial aviation by demonstrating the ability to fly faster than the speed of sound without generating a disruptive sonic boom. By replacing the loud explosion with a quieter “sonic thump,” NASA hopes to provide international regulations with the acoustic data needed to lift the current ban on commercial supersonic flight over land.

Flight Profile and Precautionary Landing

A Nine-Minute Data-Gathering Mission

The second flight of the X-59 was originally scheduled for Thursday, March 19, but was shifted to Friday. The aircraft took off at 10:54 a.m. PDT. According to NASA’s mission parameters, the planned flight profile was expected to last approximately an hour. The goal was to match the conditions of the aircraft’s first flight, reaching 230 mph at an altitude of 12,000 feet, before climbing to 20,000 feet and accelerating to 260 mph.

However, several minutes into the flight, pilot Jim Less received a vehicle system warning. Following established safety protocols, Less initiated a “return-to-base” maneuver. The aircraft touched down safely at 11:03 a.m. PDT, resulting in a total flight time of nine minutes.

“The takeoff roll and liftoff was uneventful. The plane performed beautifully,” stated NASA Test Pilot Jim “Clue” Less in the agency’s release. “As we like to say, it was just like the simulator – and that’s what we like to hear. This is just the beginning of a long flight campaign.”

The Quesst Mission and Envelope Expansion

Pushing the Limits Safely

This second flight officially kicks off the “envelope expansion” phase of the X-59 program. During this critical testing period, NASA will gradually push the aircraft to fly faster and higher in measured increments to validate its safety and performance limits. The ultimate performance target for the X-59 is a cruising speed of Mach 1.4 at an altitude of approximately 55,000 feet.

The aircraft’s inaugural flight took place on October 28, 2025, piloted by Nils Larson, and lasted 67 minutes. Following extensive post-flight maintenance and an engine run test on March 12, 2026, the team was ready to resume airborne testing.

“Despite the early landing, this is a good day for the team. We collected more data, and the pilot landed safely,” noted Cathy Bahm, Project Manager for NASA’s Low-Boom Flight Demonstrator. “We’re looking forward to getting back to flight as soon as possible.”

AirPro News analysis

At AirPro News, we view this abbreviated flight not as a setback, but as a textbook example of experimental flight testing protocols functioning exactly as designed. The primary objective of early-stage test flights is to identify system anomalies in a controlled environment. NASA Associate Administrator Bob Pearce confirmed that the decision to terminate the flight followed established safety procedures, which is standard practice for experimental aircraft.

The successful collection of handling, braking, and onboard systems data during those nine minutes will be critical for the engineering teams. Once the envelope expansion phase is complete, NASA will transition to acoustic testing, flying the X-59 over select U.S. communities to gather public feedback on the noise. This data will be instrumental for international regulators considering the future of overland supersonic travel, making every data point gathered today a stepping stone toward faster global connectivity.

Frequently Asked Questions

Why was the X-59’s second flight cut short?

The flight was terminated after nine minutes due to a vehicle system warning in the cockpit. The pilot followed standard safety procedures and returned to base safely, which NASA officials noted is a normal occurrence during early experimental flight testing.

What is the goal of NASA’s Quesst mission?

The mission aims to demonstrate that the X-59 can fly at supersonic speeds while reducing the traditional sonic boom to a quieter “sonic thump.” This data will be shared with regulators to potentially lift the ban on commercial supersonic flight over land.

How fast will the X-59 eventually fly?

NASA’s target for the X-59 is a cruising speed of Mach 1.4 (faster than the speed of sound) at an altitude of approximately 55,000 feet.

Sources

• NASA