This article is based on an official press release from Safran Aircraft Engines.

Safran Launches “TAKE OFF” Project to Flight Test Open Fan Engine by 2029

Safran Aircraft Engines has officially launched “TAKE OFF” (Technology And Knowledge for European Open Fan Flight), a major European research initiative designed to validate the viability of the Open Fan engine architecture. According to an official press release issued on March 5, 2026, the project aims to mature the technology required for a flight demonstration aboard an Airbus A380 by the end of the decade.

The initiative is funded by the European Union’s Clean Aviation Joint Undertaking, which has allocated €100 million to the effort. The total project cost is estimated at €139 million. Safran will lead a consortium of 25 partners, including major aerospace manufacturers and research institutes, to execute the program over the next four years.

This development marks a critical step in the broader CFM RISE (Revolutionary Innovation for Sustainable Engines) program, which targets a 20% reduction in fuel consumption and CO₂ emissions for the next generation of single-aisle aircraft expected to enter service in the mid-2030s.

Project Scope and Consortium Details

The “TAKE OFF” project focuses on the complete demonstration chain required to put an Open Fan engine into the air. This includes engine design, assembly, instrumentation, and integration onto the aircraft. The program officially began on March 5, 2026, and is scheduled to culminate in a Test-Flights campaign in 2029 using an Airbus A380 flying testbed.

A Pan-European Effort

While Safran Aircraft Engines leads the project, the consortium represents a broad cross-section of the European aerospace industry. According to the press release, the 25 partners include industrial giants such as Airbus, Avio Aero, and GKN Aerospace, as well as research organizations like ONERA (France), DLR (Germany), and NLR (Netherlands).

Notably, while GE Aerospace is Safran’s partner in the CFM International joint venture, as a U.S. company it cannot directly receive EU funding. However, the research report indicates that GE’s European subsidiaries in Germany, Italy, and Poland are involved and have been allocated approximately €14.5 million of the project funding.

Funding Breakdown

The financial structure of the project relies heavily on public-private partnership. The European Union’s Clean Aviation initiative is providing €100 million of the total €139 million budget. This funding is intended to de-risk the development of radical propulsion technologies that are essential for the aviation industry to meet its net-zero carbon emissions goals by 2050.

Technological Goals: The Open Fan Architecture

The core objective of “TAKE OFF” is to prove the real-world viability of the Open Fan architecture. Unlike traditional turbofan engines, which enclose the fan blades in a heavy nacelle, the Open Fan design features exposed, counter-rotating blades. This allows for a significantly larger fan diameter, which increases the bypass ratio, the primary driver of propulsive efficiency.

Performance Targets

Safran and its partners aim to demonstrate that this architecture can deliver a 20% improvement in fuel efficiency compared to current state-of-the-art engines, such as the LEAP. The system is also designed to be fully compatible with SAF. The flight tests in 2029 will be crucial for validating not only the efficiency gains but also the acoustic performance and aerodynamic integration of the engine.

“TAKE OFF embodies the European Union and aerospace industry’s shared ambition to make aviation more sustainable. Project synergies will pave the way for a full-scale Open Fan engine flight demonstration, showcasing the competitive benefits of such architecture in terms of energy efficiency and acoustic performances.”

, Pierre Cottenceau, VP Engineering, Research & Technology at Safran Aircraft Engines

Integration with Other Programs

The “TAKE OFF” project does not exist in isolation. It operates in tandem with other Clean Aviation initiatives, such as OFELIA (focused on component maturity) and COMPANION (focused on flight test vehicle integration led by Airbus). Together, these projects support the overarching CFM RISE program launched in 2021.

“TAKE OFF must now demonstrate the viability of the disruptive Open Fan engine concept at a higher maturity level, in line with the flight test campaign expected for 2029.”

, María Calvo, Head of Unit Project Management at Clean Aviation

AirPro News Analysis

We view the launch of “TAKE OFF” as a definitive signal that the European aerospace sector is committed to the Open Fan architecture as the likely successor to the turbofan for the next generation of narrowbody aircraft. By securing substantial EU funding and aligning 25 partners, Safran is effectively locking in the industrial base required to support the CFM RISE timeline.

The choice of the Airbus A380 as the testbed is pragmatic; its size allows for the carriage of heavy instrumentation and the mounting of the large-diameter Open Fan engine without the ground clearance constraints that would affect smaller aircraft. If the 2029 flight tests are successful, it will clear a major hurdle for entry-into-service in the mid-2030s, potentially giving CFM International a significant technological edge in the single-aisle market.

Sources

Sources: Safran Group Press Release, FlightGlobal, MarketScreener, Aviation Week

This article is based on an official press release from Odys Aviation and Motion Applied.

Odys Aviation and Motion Applied Partner to Deliver “Closed-Loop” Hybrid Propulsion

In a significant move to accelerate the commercialization of regional vertical takeoff and landing (eVTOL) aircraft, California-based developer Odys Aviation has announced a strategic engineering collaboration with Motion Applied. According to the joint announcement, the partnership aims to integrate Motion Applied’s high-performance silicon carbide (SiC) inverter technology with Odys Aviation’s proprietary generators to create a flight-ready, hybrid-electric propulsion system.

The collaboration focuses on a “closed-loop” architecture designed to power both Odys’ uncrewed cargo aircraft, Laila, and its planned regional passenger airliner, Alta. By combining mechanical and electrical components into a unified control stack, the companies intend to de-risk the certification process and expedite the timeline to commercial delivery. Initial operations for the cargo platform are targeted for 2026.

Engineering a Unified Propulsion System

The core of this partnership is the integration of Motion Applied’s AMPEX MCU-600 inverter with Odys Aviation’s hybrid powertrain. Motion Applied, which rebranded from McLaren Applied in August 2025, brings extensive experience from high-performance sectors such as Formula 1 motorsport and mining. The companies state that this collaboration moves away from assembling disparate off-the-shelf parts in favor of a tightly coupled system.

Technical Specifications

According to technical details released by the companies, the new propulsion system leverages an 800V architecture and Silicon Carbide (SiC) technology. Key specifications include:

• Efficiency: The system boasts a typical efficiency of greater than 97%, peaking at 99%.
• Switching Frequency: A variable range of 8–32 kHz allows for smoother power delivery and reduces the size of passive components like capacitors and inductors.
• Power Density: The system is designed for high power density, a critical factor for aircraft weight savings. Marine variants of the technology have reportedly delivered over 400kW in a package weighing approximately 6.4kg.

The “closed-loop” control system is designed to react instantly to the rapid power fluctuations required during the transition from vertical hover to forward flight. Furthermore, the system features “graceful degradation” capabilities, allowing it to isolate faults, such as a single winding failure, and continue operating safely rather than shutting down completely.

“Hybrid propulsion must be architected from the ground up as a unified system.”

, James Dorris, CEO of Odys Aviation

Scalable Platforms: From Cargo to Passengers

The propulsion technology developed through this partnership is scalable and intended for two distinct airframes currently under development by Odys Aviation.

Laila: Uncrewed Cargo

The first beneficiary of the new system will be Laila, an autonomous aircraft designed for logistics and defense applications.

• Range: Approximately 450 miles (725 km).
• Payload: Around 130 lbs (60 kg).
• Timeline: A pre-production prototype has been built, with flight testing scheduled in the United States followed by operational trials in Oman in the first quarter of 2026.

Alta: Regional Air Mobility

The technology will subsequently scale to power Alta, a larger aircraft focused on regional passenger transport and heavy cargo.

• Capacity: Designed for 9 passengers or approximately 3,500 lbs of cargo.
• Performance: The aircraft targets a cruise speed of roughly 345 mph and a hybrid range of 750 miles.
• Certification: Full type certification is currently targeted for approximately 2028.

AirPro News Analysis

This partnership highlights a critical shift in the eVTOL and regional air mobility sector: a move from pure airframe aerodynamics to a “propulsion first” certification strategy. By partnering with Motion Applied, a supplier with “production-proven” hardware heritage, Odys Aviation appears to be mitigating the development risks that often plague startups attempting to build proprietary electrical systems from scratch.

Furthermore, the focus on hybrid-electric-aviation propulsion distinguishes Odys from competitors like Joby or Archer, who are primarily focused on all-electric battery systems for short urban hops. The hybrid approach addresses “range anxiety” and infrastructure gaps, theoretically enabling flights between major regional hubs, such as Los Angeles to San Francisco, without requiring immediate charging infrastructure at every destination.

Strategic Context and Timeline

The collaboration comes shortly after Motion Applied’s rebranding from McLaren Applied in August 2025, signaling the UK-based company’s broader push into high-reliability industrial and aerospace sectors. For Odys Aviation, the deal follows a $26 million Series A funding round secured in October 2025 to accelerate flight testing.

Samir Maha, CEO of Motion Applied, emphasized the alignment of the two companies, noting that the partnership brings “absolute clarity of purpose” by integrating electrical, mechanical, and software teams early in the design cycle.

Frequently Asked Questions

What is the main advantage of the AMPEX MCU-600 inverter?
The inverter uses Silicon Carbide (SiC) technology, which offers superior thermal handling and efficiency compared to traditional silicon. Its 800V architecture allows for thinner wiring, reducing the overall weight of the aircraft.

When will Odys Aviation’s aircraft begin operations?
The uncrewed cargo aircraft, Laila, is scheduled for proof-of-concept operations in Oman in Q1 2026. The passenger aircraft, Alta, is targeting certification around 2028.

Why is Odys Aviation pursuing hybrid propulsion instead of all-electric?
Hybrid propulsion offers significantly longer range, making it suitable for regional travel (e.g., 750 miles) rather than just short intra-city hops. It also reduces reliance on ground charging infrastructure.

Sources: eVTOL Insights, Odys Aviation, Motion Applied

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

Airbus Advances “Unjammable” Quantum Navigation to Counter GPS Threats

On March 4, 2026, Airbus released new details regarding its development of “MagNav” (Magnetic Anomaly-based Navigation), a quantum sensing technology designed to determine an aircraft’s location using the Earth’s magnetic field. As geopolitical instability continues to impact Global Positioning System (GPS) reliability through jamming and spoofing, the aerospace giant is positioning this technology as a critical, unjammable backup for commercial and military aviation.

The system, which has moved from proof-of-concept into robustness testing as of March 2026, leverages the unique magnetic “fingerprint” of the Earth’s crust. By reading these immutable geological signatures, aircraft can verify their position without relying on external satellite signals, offering a passive and autonomous navigation solution.

How MagNav Works: Reading the Earth’s Magnetic Map

According to the Airbus announcement, MagNav operates on a principle similar to a hiker matching terrain to a topographic map, but instead of hills and valleys, the system reads magnetic anomalies. The Earth’s crust contains magnetized minerals that create specific, stable variations in the magnetic field at every location on the planet.

To detect these minute variations, Airbus is utilizing ultra-sensitive quantum magnetometers. These sensors, potentially based on technologies like optically pumped magnetometers or nitrogen-vacancy centers in diamonds, are capable of detecting magnetic shifts that standard sensors would miss.

Filtering the Noise with AI

One of the primary technical hurdles in magnetic Navigation is the “noise” generated by the aircraft itself. Engines, avionics, and electrical systems create their own magnetic fields that can obscure the Earth’s signal. Airbus reports that it is using advanced Artificial Intelligence (AI) and Large Quantitative Models (LQMs) to filter out this interference in real-time.

Once the signal is cleaned, the system compares the reading against a pre-loaded global magnetic anomaly map to pinpoint the aircraft’s coordinates. Because the Earth’s magnetic field is a planetary force, it cannot be “turned off” or jammed by human actors, unlike the weak radio signals used by GNSS/GPS constellations.

Since quantum sensors measure the Earth’s magnetic field, a physical force not reliant on or created by humans, there is nothing to jam. It could one day be the quickest way of telling if a GPS signal is accurate or not.

Airbus Press Release, March 4, 2026

Advertisement

Development Timeline and Strategic Partnerships

While the March 2026 update highlights current robustness testing, the program relies on a long-standing collaboration between Airbus’s Silicon Valley innovation center, Acubed, and SandboxAQ, an AI and quantum spin-off from Alphabet.

Significant milestones in the program’s history include:

• 2023: Flight testing begins for the “AQNav” system.
• 2024: The “Quantum Mobility Quest,” a challenge launched by Airbus and BMW Group, fosters a broader ecosystem for quantum sensor innovation.
• July 2025: SandboxAQ and Acubed announce results from extensive nationwide testing in the United States.

Proven Accuracy in Flight

Data released by SandboxAQ and Acubed in July 2025 demonstrated the system’s viability for commercial operations. During over 150 flight hours covering 44,000 kilometers across the U.S., the system achieved high-precision results.

According to the test data, the system maintained RNP1 accuracy (within 1 nautical mile) for 95% of the flight time and RNP2 accuracy (within 2 nautical miles) 100% of the time. These figures suggest the technology is capable of supporting en-route navigation standards, outperforming traditional Inertial Navigation Systems (INS) in scenarios where GPS is denied.

Our campaign was not about demonstrating proof of concept performance under ideal conditions, it was about proving AQNav’s viability under the noisy, messy, and unpredictable environments real pilots face every day.

Elijha Williams, SandboxAQ (July 2025)

Broader Quantum Applications

Beyond navigation, Airbus indicated in its March 2026 release that quantum technologies are being applied to other areas of aerospace engineering. The company is utilizing quantum computing to simulate interactions at the atomic level, specifically for:

• Aerodynamics: Optimizing wingbox designs to reduce weight and fuel burn.
• Sustainable Energy: Modeling hydrogen fuel cell interactions to improve propulsion efficiency.

AirPro News Analysis

The acceleration of MagNav development comes at a critical time for the aviation industry. Over the past two years, reports of GPS spoofing, where an aircraft is fed false location data, have skyrocketed near conflict zones in Eastern Europe and the Middle East. These attacks can confuse onboard navigation computers, triggering false terrain warnings or forcing pilots to revert to manual navigation methods.

We believe the primary value of MagNav in the near term will be as a “truth layer.” While it may not replace GPS immediately for precision landing approaches, it serves as an independent auditor. If the GPS tells the flight computer the plane is over Cairo, but the magnetic reading indicates it is over the Mediterranean, the system can immediately flag the discrepancy. This “system-of-systems” approach enhances Safety without requiring a complete overhaul of existing avionics infrastructure.

Sources

• Airbus
• SandboxAQ