There are several benefits: the fuselage itself can contribute much more lift than a typical tube shape, so you don’t need as much wing surface. It’s aerodynamically stable, so you don’t need a tail wing, and these factors add up to dramatic reductions in drag and weight, leading to smaller engines and further weight savings. There’s a heap more room inside for cargo and passengers, with a seating layout that starts looking more like a theater than a regular airliner. And the engines can be mounted topside, resulting in much lower noise both in the cabin and on the ground.

When it comes to clean, hydrogen-powered aircraft, the extra storage space out toward the wings is perfect for carrying hydrogen tanks, which are lightweight but take up a lot of space. Indeed, a blended wing concept was one of the three Airbus presented as hydrogen-fueled future airliners back in 2020.

In terms of drawbacks, the wingspan is wider than a typical airliner, which can restrict the number of airport bays they’ll fit into if they don’t run fold-up wings. They’re harder to evacuate, and passengers out toward the sides experience quite a rollercoaster when the plane banks since they’re further out from the roll axis. They require much more of a redesign than a winged tube shape if you’re looking to change the size, and window seats – if you decide to run windows at all – become a rare treat.

While both NASA and Airbus reported about a 20% reduction in fuel consumption with their prototypes, JetZero reckons they’re underselling things.

“The blended wing is 50% more efficient. Yes, that’s what I said: 50%,” says Founder Mark Page. “It uses half the fuel, makes half the carbon dioxide compared to a tube-and-wing aircraft, frankly, even with the same engines. Fuel is the largest line item on an airline’s profit and loss statement. A JetZero blended wing cuts that line item in half. That’s not just a competitive advantage; in the future, it’ll be survival.”

Page and some of his JetZero colleagues worked on a blended-wing demonstrator project in the 1990s, as a partnership between NASA, McDonnell Douglas and Stanford University. Indeed, Page claims he shares credit with Bob Liebeck and Blaine Rawdon, two of JetZero’s technical team, for inventing the blended wing concept. According to an interview with Aviation Week, the company is now ready to come out of “stealth mode” and try to get an aircraft built, tested, certified and into service by 2030, with a NASA-supported 1/8th-scale demonstrator preparing to fly later this year.

The first JetZero aircraft, should there ever be one, will be the Z-5. It’s designed to replace the Boeing 767, aiming to carry at least 250 passengers and to offer a range over 5,000 nautical miles (5,754 miles, 9,260 km). While the 767’s wingspan goes to around 170 ft (52 m), the Z-5 will be nearly 200 ft (61 m) wide. It’ll still work, though, at any airport that can handle an Airbus A330. It’ll use off-the-shelf engines, requiring nothing particularly special.

Now, this is all well and good to talk about, but according to Pitchbook, JetZero is sitting on a war chest of just US$4.55 million in early stage venture capital. Airbus, on the other hand, brings in nearly US$60 billion a year, already owns a lot of the stuff you need to build airplanes, and has more than 126,000 employees to throw at an idea like this if it feels it’s worthwhile. So how does JetZero hope to overcome such monolithic competition?