PARIS—In 2022, member states of the International Civil Aviation Organization (ICAO) adopted the goal of net-zero aviation emissions by 2050: a target also backed by the International Air Transport Association (IATA) and aviation stakeholders worldwide.
At the Paris Air Show on Tuesday, though, a U.S. startup committed to achieve carbon neutrality two decades earlier—without the help of electric or hybrid-electric engines.
Otto Aviation believes its “ultra-low-drag” Phantom 3500, which it says will reduce emissions by 90 percent versus traditional jets through the use of sustainable aviation fuel, could shift the sustainability paradigm. The 3500’s breakthrough is a laminar flow architecture, which Otto says has been tested and proven to cut drag by 35 percent—and fuel burn by nearly 60 percent—compared to similarly sized conventional aircraft. It will be propelled by a pair of gas- or SAF-powered Williams International FJ44 engines.
“The basic energy storage system for an electric aircraft is about 24 to 27 times heavier for the same energy stored as Jet-A fuel,” Otto CEO Paul Touw told FLYING in Paris. “Everyone designing airplanes knows weight matters a lot. Therefore, electric energy storage systems are vastly too heavy to effectively fly anything beyond approximately 200 nm. Turbofan aircraft can fly 8,000 to 9,000 nm—something electric aircraft will likely never achieve.”
Florida Governor Ron DeSantis on Monday revealed Otto will relocate from Fort Worth, Texas, to Jacksonville, Florida, where it will set up a manufacturing plant at Cecil Airport (KVQQ) to produce the super-midsize business jet. The company will invest about $430 million into the move, which is also backed by a $35 million incentive package and $20 million grant. Maiden flight is planned for 2027, with certification and entry into service expected around 2030.
“By achieving carbon neutrality 20 years ahead of the 2050 target, we’re not just meeting expectations—Otto is redefining what’s possible in aviation,” Touw told reporters. “It’s a transformative step toward a future where cutting-edge technology and sustainability go hand in hand.”
A Decade in the Making
Otto has refined its laminar flow for more than a decade. In 2017, it began flight testing with a demonstrator, the Celera 500, designed specifically with that architecture in mind. The Celera was built with a streamlined fuselage and smooth surfaces, with few external rivets or panel gaps on the entire airframe—not just the wing. That uniformity makes airflow less turbulent.
“The technology to understand laminar-to-turbulent flow transition didn’t exist…until the last five years,” Touw told FLYING. “Everyone was comfortable with turbulent-flow aircraft, and no one was willing to take the risk and dive into the laminar-flow world until we came around. Plus, advanced manufacturing capabilities have improved significantly, allowing for extremely precise, high-tolerance production methods.”
Over three years, Celera racked up north of 100 hours across more than 50 test flights in real-world conditions. Beyond the drag reduction, it proved an 80 percent reduction in operating costs versus traditional models and and an 80 percent reduction in fuel burn at “near-jet speeds,” per Otto. Wind tunnel testing in 2024 further proved those benefits on the Phantom, which Touw told FlightGlobal “surprised even us.”
With laminar flow refined on Celera, Otto transitioned the technology to the Phantom 3500, which it claims will reach transonic speeds beyond 260 knots. But with reduced fuel burn, it aims to do so for about 43 percent less than the hourly cost of burning Jet A on a super-mid. Lightweight and low burn means Otto will use fewer materials to build the model, which can lower manufacturing costs. Touw said the company aims to churn out about 1,600 Phantoms in the 2030s after the model enters service but was tight-lipped about the number of firm orders.
The 3500’s estimated maximum takeoff weight (MTOW) of 19,000 pounds places it toward the upper limit of the FAA’s Part 23, under which Otto intends to certify it. That process is typically reserved for lighter jets with shorter range and is uncommon for a business jet. But Otto claims the Phantom’s 3,500 nm range beats aircraft with a similar MTOW, due to its fuel efficiency. Its range and performance are intended to match that of the Bombardier Challenger 3500 or Embraer Praetor 500, but with half the MTOW.
The Phantom’s balanced field length, less than 3,500 feet, opens up operations at twice as many airports, the company says. And with greater range and efficiency, it will require fewer stops. Its cruising altitude of 51,000 feet will help avoid turbulence caused by inclement weather, further cutting drag and fuel burn.
Otto also claims the Phantom’s 800-cubic-foot cabin will be twice the size of a conventional jet, with its 6-foot, 5-inch height allowing as many as nine passengers to stand comfortably. Porthole-style windows—removed to smooth out the airframe—are replaced by high-definition displays that give a view of the sky and scenery below.
Prior to Part 23 authorization, Otto plans to conduct about three years of flight testing using four production-conforming aircraft. It is working with suppliers—including Leonardo and Mecaer Aviation—to complete a preliminary design review by October. The company is also working toward a Series B raise to fund production.
Touw has estimated the program will cost $1 billion, with half going toward aircraft development and the rest supporting construction of a final assembly line.
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