Log-in here if you’re already a subscriber Release DateSeptember 6, 2023Without a clean grid, today's plans for decarbonizing aviation won’t...
Log-in here if you’re already a subscriber Release DateMarch 20, 2023Now airborne, Universal Hydrogen looks ahead to ATR commercializationPurchase a...
Log-in here if you’re already a subscriber Editors note: One day after publication of this profile of H2Fly, The Air...
Less than four months after the Federal Aviation Administration rolled out its 2021 Aviation Climate Action Plan, the agency’s official blueprint for achieving net-zero aviation emissions by 2050 is already starting to look dated. The plan relies overwhelmingly on sustainable aviation fuel (SAF) as the principal pathway for reducing the U.S. aviation sector’s greenhouse gas emissions. It is plainly dismissive of hydrogen, stating: “we do not expect hydrogen-powered aircraft to make a significant contribution toward achieving net-zero aviation emissions by 2050.”
With Eviation's maiden flight fast approaching, the Washington state aerospace cluster is evolving as it becomes a focal point for green aviation aspirants and increasingly untethered from the enormous industrial gravity created by Boeing.
Before the eVTOL gold rush took shape, the National Research Council in 2014 explored how autonomy could transform aviation, but with a sober and realistic view on making it possible. Its findings are even more relevant in 2022.
Since 1969, only 13 western twin-aisle aircraft types have been certified by just four manufacturers. We visualized the production history of each one and the more than 9,500 that have been delivered to the world's airlines. The data illustrates the story more than a half century of unimaginable successes, stark failures and an incredible boom and bust.
As it prepares to fly a hybrid-electric demonstrator in 2024, De Havilland Aircraft of Canada says it’s all about designing an aircraft for a bad day.
