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General Electric Catalyst
General Electric Catalyst
General Electric Catalyst
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Catalyst
Type Turboprop
National origin United States
Manufacturer GE Aerospace
First run December 22, 2017[1]
Major applications Beechcraft Denali
Eurodrone
XTI TriFan 600

The General Electric Catalyst (formerly Advanced Turboprop, or ATP) is a turboprop engine by GE Aerospace. It was announced on 16 November 2015 and will power the Beechcraft Denali, it first ran on December 22, 2017, and was certificated in February 2025. The 850 to 1,600 hp (630 to 1,190 kW) engine aims for 20% better efficiency than its competition thanks to a 16:1 overall pressure ratio, variable stator vanes, cooled turbine blades, 3D printed parts and FADEC.

Development

[edit]

After introducing the General Electric H80 in 2010 to improve the Walter M601, GE started analyzing its competition and devised a clean-design engine in 2014, then was selected for the Cessna Denali competition.[2] In September 2015, General Electric created a European turboprop development center, after the US-Exim Bank closure in June, investing over $400 million and creating 500 to 1,000 jobs.[3] The engine was announced on 16 November 2015 at the National Business Aviation Association's annual tradeshow.[4]

In 2016, the gearbox, power turbine and combustor were to be made in Turin, the rotating components were to be supplied from Warsaw and the final assembly line was planned at Walter Engines in Prague.[5] At the time, major components were split between GE-owned facilities in Poland and Italy, both belonging to Avio Aero.[5] Avio Aero was acquired by GE in 2013.[6] As of 2021, the Avio Aero website does not list any facility in Warsaw.[7] It was designed by GE in Europe,[8] and for the power and gas generator turbine, and the high pressure compressor, by the Engineering Design Center in Warsaw, an alliance between General Electric Company Polska and the Warsaw Institute of Aviation.[9]

In October 2017, GE received 85% of the parts, on track to deliver the first test engine by the end of the year.[10] At this time, the axial-centrifugal compressor vehicle - stator, rotor and cold-section assemblies - was tested in Munich to validate its efficiency, performance and operability.[11]

Testing

[edit]

After two years of development, it completed its first test run in Prague on December 22, 2017. After most of the component tested and the engine run, GE Aviation maintains its performance objectives and hope to exceed them. It will begin certification testing in 2018, validating the aerodynamics, mechanics, and aerothermal systems. It is expected to power the Beechcraft Denali first flight in late 2018 and will complete over 2000 hours of testing before the Denali enter service. GE Aviation Czech, the development, testing and production headquarters, has recruited around 180 employees, with another 80 expected in 2018 among 500 others for the complete facility at full production rate. It was developed over two years by 400 GE designers, engineers and materials experts in the Czech Republic, Italy, Germany, Poland, the U.S. and elsewhere. Six test cells will open, 10 test engines will be built and it will be flown later in 2018 on a flying testbed, certification tests over 2018-2019 include altitude, performance and high-vibration testing.[12]

In March 2018 the first sample ran nearly 40 hours before several years of health monitoring review. The next engine is assembled and instrumented for altitude trials and will be tested in Canada from summer 2018. From later in 2018, Cessna will receive three engines to prepare the first-quarter 2019 Denali maiden flight.[13] Its development is 30% faster than previous new GE projects as the development program has 10 engines, plus several rebuilds. Over the next two years, 33 engine tests overall will happen including 17 certification tests. The certification do not require a flying testbed but a modified King Air 350 may be used for flight safety clearance early in 2019, before Denali flight tests.[2] At the end of May 2018, 60 hours of testing were completed including at full power while second engine assembly was nearly complete for a summer first run, component certification was imminent and should be followed by whole-engine certification testing, starting with ingestion and altitude tests.[14] By July 2018, the first engine ran over 100 hours while a second engine is running in Prague before being sent to Canada later in the year for altitude testing, performance is on target or better than predicted.[15]

By May 2019, test engines ran up to 41,000 ft (12,000 m) in an altitude chamber and over 1,000 h, simulating three years of operations, while the FADEC ran 300 h in the Denali iron bird.[16] By October 2019, over 1,000 engine cycles logged 1,600h of tests: 1,200h in test cells and 400h in compressor rigs. Altitude, endurance, vibration, durability and ingestion testing were complete, as integrated propeller controls tests and high-pressure compressor and gas generator turbine overspeed tests. New icing tests requirements pushed back the first engine delivery to 2020, and Beechcraft Denali first flight even further. Five engines were assembled by then, and two other should be completed before 2019 ends.[17] First flight test aboard a King Air was delayed until spring 2020 and certification for autumn 2021, after a 18-month campaign, due to new FAA testing requirements, including icing tests.[18]

By July 2021, 16 engines had been produced and completed 2,500h of operation; as 30% of Catalyst’s certification tests were completed including some icing tests.[19] Tests have shown more power at high altitudes than expected and a 1-2% more efficiency than anticipated for up to 16-17% more than competitors.[19] One turboprop was fitted to a Beechcraft King Air 350 in Berlin which completed some taxi tests, to achieve maiden flight in the coming months and certification by end-2022.[19] Another engine was installed on a Denali airframe to make its first flight before year-end and to achieve certification in 2023.[19]

The Catalyst made its first flight on a King Air testbed on September 30, 2021 in the hand of BBA Chief Test Pilot Sigismond Monnet and Lead Flight Test Engineer Alessandro Ramazzotti.[20] On November 22, the Denali made its first flight with a Catalyst engine, targeting a 2025 certification.[21] In May 2023, Denali certification was pushed back to 2025 as the engine certification was delayed to 2024 by more-stringent standards like icing and engine ingestion requirements, having completed 16 of 22 planned engine certification tests and 26 of 37 component certification tests, hot-weather tests and cold-temperature trials.[22]

In February 2025, the Federal Aviation Administration granted its certification after more than 8,000h of tests, clearing the Denali for a 2026 introduction as the three prototypes gathered over 2,700 flight hours in 1,100 flights.[23]

Market

[edit]

The GE Catalyst is intended to cover the market between the sub 850 horsepower (630 kW) General Electric H80 and the CT7.[24] It is designed to compete with the Pratt & Whitney Canada PT6 which has led the small turboprop market for 50 years with over 51,000 units produced. The Catalyst has been selected to power the new Beechcraft Denali single engine turboprop aircraft, seating up to 12 passengers at over 280 knots (520 km/h) for 1,500 nautical miles (2,800 km). GE plans to invest up to $1 billion in the project, including $400 million for a manufacturing center in Europe.[25]

Design

[edit]

The 1,300 shaft horsepower (970 kW) Advanced Turboprop could be extended in an 850–1,600 horsepower (630–1,190 kW) range. Its 16:1 overall pressure ratio allow a 20% lower fuel burn and 10% higher cruise power than same size class competition with a 4000–6000 hour mean time between overhauls (MTBO).[26] The compressor is derived from the General Electric T700 with four axial stages and a single centrifugal stage, with the same 3D aerodynamics design used in the GE9X. The engine includes variable stator vanes (VSVs) and 3D printed parts.[27]

The reverse-flow single-annular combustor resembles the GE-Honda HF120 design. The two-stage single-crystal high pressure turbine will be the first in this class of engines to be fully cooled. The three-stage low-pressure turbine is contra-rotating. A FADEC integrated propulsion control system will govern both engine and propeller pitch as an entire system.[28]

Twelve 3D-printed parts replace 855 parts: frames, combustor liners, sumps, exhaust case, bearing housings, stationary components in the flowpath, and heat exchangers. Overall weight is reduced by 5% and brake specific fuel consumption is improved by 1%. 3D printing is not used for rotating components such as blades, discs and rotors.[29] 35% of the engine will be printed at GE, reducing the serialized part count to 35.[30] They are printed from a titanium alloy.[12]

The time between overhauls is 4,000 hours, 33% more than its leading competitor. It is the first turboprop in its class with two stages of variable stator vanes.[1] It will feature a composite, five-bladed propeller system from McCauley, a subsidiary of Textron.[5]

Turboprops now have to be certificated for high-altitude ice crystal icing: a compressor blisk has to survive an impact from an ice ball. This would require a 2 lb (1.13kg) heavier first stage and would hamper the engine aerodynamics. GE proposed channelling to the engine inlet hot oil from an accessory gearbox sump to avoid growing ice and will test this in a Canadian cold weather facility in summer 2018.[31]

Cooled turbines allow over 150 °C (300 °F) higher operating temperatures. Its FADEC, VSVs and a three-stage counter-rotating LP turbine generates 10% higher cruise power, maintaining peak efficiency at off-design conditions for better lapse rate and altitude power. The one-piece sump replaces 45 conventional parts and will be printed in just four days down from 14 initially.[2]

Applications

[edit]

Specification

[edit]

General characteristics

  • Type: Turboprop
  • Length: 71.6 in (1,820 mm)[34]
  • Diameter: 20.00–20.13 in (508–511 mm)[35]
  • Dry weight: 639.7 lb (290.2 kg)[35]

Components

  • Compressor: four axial stages and a single centrifugal stage[28]
  • Combustors: reverse flow single-annular combustor[28]
  • Turbine: two-stage high pressure, three-stage low-pressure [28]

Performance

See also

[edit]

Related development

Comparable engines

Related lists

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

General Electric Catalyst

View on Grokipedia
from Grokipedia
The General Electric Catalyst is a high-efficiency engine developed by for business and applications, featuring a clean-sheet design that incorporates advanced technologies such as additive manufacturing, a 16:1 overall pressure ratio, and variable stator vanes to achieve up to 18% lower fuel consumption and 10% higher cruise power compared to competitors in its class. Announced on November 16, 2015, as the Advanced Turboprop (ATP) and later renamed Catalyst, the engine delivers 1,300 shaft horsepower (shp) in a power range of 1,200 to 1,400 shp, with the best in its category. It underwent extensive testing, including over 8,000 hours of operation across more than 23 engines and 190 component tests, before receiving FAA certification on February 27, 2025, under FAR Part 33 standards. Designed, developed, and manufactured primarily in by GE Aerospace's Aero subsidiary in , along with facilities in the , , and , the Catalyst draws on proven technologies from GE's larger commercial jet engines, which have accumulated millions of flight hours. Key innovations include the extensive use of 3D-printed components for lighter weight and greater design flexibility, advanced cooling for high-pressure turbine blades, and single-lever that provides a jet-like piloting experience while reducing emissions and ownership costs through integrated digital analytics. The engine's first ground run occurred in December 2017, with its inaugural flight on September 30, 2021, on a testbed aircraft, following delays from initial 2019 certification targets due to supply chain challenges and the . The Catalyst's primary application is as the sole powerplant for the Beechcraft Denali twin-engine turboprop, a high-performance aircraft from Textron Aviation aimed at private and business operators, enabling entry into service and enhancing range, speed, and efficiency in the general aviation market. As of October 2025, the first production engines are under assembly, with Denali certification expected in 2026. Beyond this, its modular architecture and ability to generate up to 1 megawatt of electrical power position it for potential hybrid-electric propulsion systems, supporting GE Aerospace's broader goals in sustainable aviation. As the first new centerline turboprop engine certified in the 21st century, the Catalyst marks a significant advancement in propulsive efficiency for regional and general aviation, with production ramp-up focused on meeting demand for lower-emission flight.

Development

Announcement and Goals

On November 16, 2015, GE Aviation announced the launch of a new clean-sheet turboprop engine family, marking the first original design in the business and general aviation segment in more than 50 years. The initiative responded to growing market demand for efficient, high-performance propulsion in single-engine turboprops, aiming to address limitations of legacy engines while incorporating advanced technologies at lower development risk. The primary development goals centered on the 1,200-1,400 shaft horsepower (SHP) range, tailored for and applications, with an initial variant rated at 1,300 SHP. Key objectives included achieving up to 20% better fuel efficiency and reduced emissions compared to established turboprops like the Pratt & Whitney Canada PT6A, alongside lower maintenance costs through extended time between overhauls of 4,000-6,000 hours. From the outset, the program emphasized digital engineering tools, such as 3D aerodynamic modeling, and a modular architecture derived from proven GE and commercial lineages like the T700/CT7 to enhance reliability and adaptability. Early milestones included the engine's initial ground run on December 22, 2017, at GE Aviation's facility in the . In March 2018, the engine was officially named "" to underscore its intended transformative impact on technology, reflecting investments exceeding $400 million and the integration of 98 patented innovations.

Testing and Certification

The ground testing of the General Electric Catalyst engine began with its inaugural run on December 22, 2017, at GE Aviation's facility in , . This milestone marked the completion of initial development for the clean-sheet design. Specialized ground tests, including impact simulations, were later performed at GE's Test Operation in to assess environmental resilience. By February 2020, testing had exceeded 1,300 hours across multiple engines, encompassing altitude simulations reaching 41,000 feet to replicate high-altitude conditions and endurance runs to evaluate long-term reliability under operational stresses. Flight testing progressed with the engine's integration onto a Beechcraft King Air 350 flying testbed in December 2020, enabling initial airborne evaluations of systems integration and performance. The first full flight occurred on September 30, 2021, lasting 100 minutes (1 hour and 40 minutes) and confirming stable operation during takeoff, cruise, and landing phases. Subsequent integration on the Beechcraft Denali prototype supported dedicated aircraft-specific trials, with the prototype's maiden flight taking place on November 23, 2021, and FAA certification flight testing beginning in May 2024. By mid-2024, these efforts had amassed nearly 2,000 flight hours, providing critical data on real-world dynamics, vibration, and propeller synchronization. The certification campaign involved rigorous validation across 23 engines and more than 190 component evaluations, culminating in U.S. (FAA) type certification on February 27, 2025, under FAR Part 33. This approval positioned the Catalyst as the first engine certified to the most recent emissions and abatement standards, addressing over 20 updated regulatory requirements for environmental compliance and safety. As of November 2025, (EASA) validation remains in process, building on the FAA foundation for international deployment. Key challenges during hot-section testing included enhancing material durability under extreme temperatures exceeding 1,400°C and seamlessly integrating the for precise engine-propeller coordination. These were overcome through iterative simulations and material optimizations, ensuring compliance with certification demands. The incorporation of 3D-printed components in the hot sections, such as complex fuel nozzles and parts, streamlined testing efficiency by enabling of intricate cooling features (detailed in Innovative Technologies).

Market Introduction

Following its FAA certification in February 2025, the GE Catalyst turboprop engine entered the commercial market, marking the first clean-sheet design in its class in over three decades. Production of the first conforming engines began in late 2025 at 's facility in the , with deliveries anticipated to commence in 2026 ahead of the engine's service entry on the . As of late 2025, production of conforming engines has begun at the facility, with initial deliveries to expected in early 2026 to support the Denali's entry into service. This milestone enabled to transition from development to low-volume manufacturing, supported by European facilities including Avio Aero in for component production. The is positioned to capture demand in the business aviation segment, where analysts forecast production of approximately 900 units over the next decade, driven by needs for efficient single-engine turboprops in the 850-1,600 shp range. It competes directly with established engines like the PT6A, offering up to 20% lower fuel consumption and 10% higher cruise power through advanced and materials, which translate to reduced direct operating costs. emphasizes its pricing strategy to undercut incumbents while delivering these efficiency gains, targeting operators seeking lower lifecycle expenses in regional and applications. Textron Aviation serves as the exclusive launch customer, integrating the Catalyst into the program, which has garnered significant interest from operators. The engine's reception highlights its role as the first modern full-authority digital engine control ()-equipped from GE, simplifying pilot operations with single-lever power management. Furthermore, its design achieves up to 20% lower CO2 emissions compared to competitors in the class, aligning with sustainability goals through optimized combustion and reduced fuel burn.

Design

Core Architecture

The GE Catalyst is a twin-spool engine featuring a high-pressure spool consisting of a four-stage followed by a single-stage , a reverse-flow annular , and a two-stage high-pressure that drives the . The low-pressure spool includes a three-stage power that extracts energy from the exhaust gases to drive the through a reduction gearbox, enabling efficient in this free-turbine configuration. This layout supports the engine's operation across a power range of 1,200 to 1,400 shaft horsepower, with the twin-spool design allowing independent optimization of the core and power extraction for improved performance in applications. Air enters the engine through an efficient axial-flow inlet designed to minimize distortion and ensure stable airflow during low-speed takeoff and climb conditions typical of turboprop . The airflow path progresses through the axial stages for initial compression, leveraging variable stator vanes in the first two stages to manage surge margins, before entering the centrifugal stage, which contributes to the engine's overall of 16:1 via advanced aerodynamic profiling and blisk constructions. occurs in the compact reverse-flow annular chamber, promoting uniform fuel-air mixing and reduced emissions, before expanding through the high- to power the and then the power for propulsion. The interface utilizes a planetary reduction gearbox that steps down the high-speed rotation of the power turbine—typically around 23,000 RPM—to speeds of up to approximately 2,000 RPM, optimizing efficiency and noise characteristics for composite blades. This gearbox design accommodates propellers with diameters up to 105 inches, such as those used on the , ensuring compatibility with modern variable-pitch systems. High-stress components, including the compressor spools and turbine disks, employ titanium alloys for their high strength-to-weight ratio and corrosion resistance, while hot-section parts like turbine blades incorporate nickel-based superalloys and single-crystal materials to withstand elevated temperatures and thermal cycling. The engine's modular construction, with separable core, turbine, and accessory sections, facilitates disassembly and reassembly, contributing to an initial time between overhaul (TBO) of 4,000 hours and simplifying field maintenance. The system integrates a full authority digital engine control (FADEC) for precise management of fuel flow and variable geometry, enhancing operational reliability across the architecture.

Innovative Technologies

The GE Catalyst turboprop engine incorporates advanced additive techniques, marking it as the first in its class to feature 3D-printed fuel nozzles, turbine blades, and shrouds. These components enable intricate internal geometries for improved cooling and airflow, while reducing the overall part count by approximately 30% compared to traditional methods, which lowers weight and assembly complexity. A key innovation is the Full Authority Digital Engine Control (FADEC) system, which integrates management into a single unit for the first time in a . This setup delivers automatic engine start sequences, real-time fault detection and diagnostics, and dynamic power optimization across operating conditions, drawing on over 900 million hours of GE's FADEC experience from commercial jet engines. Sustainability is advanced through a low-emissions combustor design that complies with ICAO Annex 16 environmental standards for reduced and other pollutants. The hot sections employ advanced cooling for high-pressure turbine blades, boosting and contributing to up to 18% lower burn relative to prior-generation .

Applications

Primary Integrations

The GE Catalyst engine is the exclusive powerplant for the , Aviation's single-engine aircraft designed for business and missions. This integration powers the Denali to a maximum cruise speed of 285 knots and a range of 1,600 nautical miles with four passengers and a full payload of 1,100 pounds. The Denali prototype, equipped with the Catalyst, completed its maiden flight on November 23, 2021, initiating flight testing for the engine-airframe combination. Development of the Catalyst benefited from engine-airframe co-certification efforts with , which optimized the 1,300 shaft horsepower rating for the Denali's operational profile. A key feature of this synergy is the dual-channel system, which provides integrated engine and propeller management while linking to the aircraft's automatic flight controls for reduced pilot workload and enhanced engine protection. The Catalyst's installation on the Denali employs a rear-fuselage mounting with a compact nacelle design, contributing to the aircraft's aerodynamic efficiency and balanced center of gravity. This configuration, combined with advanced materials, results in a dry engine weight of approximately 640 pounds, minimizing overall aircraft mass.

Future Prospects

GE Aerospace plans to develop variants of the Catalyst engine to cover a broader power range, including uprated configurations reaching up to 1,600 shaft horsepower (SHP) suitable for larger regional aircraft. The engine family, originally announced as spanning 1,000 to 1,600 SHP, supports scalability for diverse applications, with downrated options potentially enabling use in unmanned aerial vehicles (UAVs) and through adaptable gearbox designs handling various RPM and SHP combinations. In 2022, a variant, the Catalyst 1300-EDI, was selected to power the twin-engine Airbus-led medium-altitude long-endurance (MALE) remotely piloted aircraft system, with first flight targeted for mid-2027. The Catalyst is positioned to expand market presence in the 1,000-1,500 SHP turboprop segment, leveraging partnerships such as the integration with Aviation's for targeted entry into service in 2026, as of late 2025. Opportunities for retrofits on existing platforms are anticipated, enhancing its appeal to original equipment manufacturers (OEMs) amid growing demand for efficient regional . Additionally, since 2019, XTI Aerospace has planned to use the Catalyst as the core of a hybrid-electric system for its TriFan 600 vertical takeoff and landing , with development ongoing as of 2025. In alignment with aviation's net-zero emissions goals by 2050, Avio Aero initiated hybrid-electric compatibility studies for the Catalyst through the demonstrator program in 2022, focusing on integration with hydrogen fuel cells for rig testing in the mid-2020s. This effort, funded by the European Union's Clean Aviation Joint Undertaking, aims to achieve at least 50% improved efficiency in regional aircraft operations compared to current standards. The Catalyst's 18% fuel burn reduction positions it to influence industry trends by reviving adoption for short-haul routes, where rising costs make propeller-driven efficiency increasingly competitive over jet alternatives. Studies indicate that higher fuel prices expand the economic viability of turboprops across broader mission profiles, potentially increasing their share in regional and short-haul markets.

Specifications

General Characteristics

The GE Catalyst is a turboprop engine designed for business and general aviation applications, offering a power class of 1,200 to 1,400 shaft horsepower (SHP). For the FAA-certified model (as of February 2025), the rated takeoff power is 1,300 SHP at sea level. These attributes contribute to the best power-to-weight ratio in its class, suitable for twin-engine turboprop aircraft such as the . The engine is compliant with Jet A and Jet A-1 fuel types, ensuring compatibility with standard fuels. At cruise conditions, specific fuel consumption (SFC) is up to 18% lower than competitors in its class, approximately 0.48 lb/SHP-hr. The operational envelope encompasses altitudes from to 25,000 feet and temperatures ranging from -40°C to ISA+25°C, enabling reliable performance across diverse environmental conditions.
ParameterValue
Rated Takeoff Power1,300 SHP (sea level)
Fuel TypeJet A / Jet A-1
Cruise SFC~0.48 lb/SHP-hr (18% better than class average)
Altitude RangeSea level to 25,000 ft
Temperature Range-40°C to ISA+25°C

Performance Data

The GE Catalyst engine exhibits enhanced operational efficiency, with up to 18% better specific fuel consumption (SFC) compared to competitors in its class, attributed to its industry-leading 16:1 overall (OPR). This OPR contributes to 10% higher cruise power retention at altitude, providing a in sustained performance during high-altitude operations. The engine operates in the 1,200 to 1,400 SHP class at , with typical observed in applications to maintain efficiency at elevated altitudes. In terms of power delivery, the Catalyst supports propeller efficiencies approaching 85% at cruise speeds around 250 knots, optimizing for missions. For emissions, the engine targets at least a 20% reduction in and other pollutants relative to prior-generation turboprops, achieved through advanced combustion and reduced fuel burn. It complies with ICAO Stage 5 noise standards, incorporating integrated propulsion controls that further minimize cabin noise. Comparatively, against the PT6A-67, the Catalyst offers approximately 15% lower maintenance hours per flight hour, supported by its digital engine control and for reduced downtime. Its reaches about 38%, enhancing overall cycle performance in the 1,000-1,600 SHP segment. The full authority digital engine control () further optimizes power delivery across operating conditions.

References

  1. https://www.geaerospace.com/news/press-releases/catalyst-turboprop-engine-achieves-faa-certification
  2. https://www.geaerospace.com/commercial/aircraft-engines/catalyst
  3. http://tealgroup.com/images/TGCTOC/sample-wpsba.pdf
  4. https://www.avioaero.com/catalyst
  5. https://www.geaerospace.com/news/press-releases/regional-business-engines/catalysttm-turboprop-engine-completes-first-flight
  6. https://www.ainonline.com/aviation-news/general-aviation/2017-12-27/ge-achieves-first-atp-engine-run
  7. https://simpleflying.com/general-electric-catalyst-certification-beechcraft-denali/
  8. https://www.ainonline.com/aviation-news/business-aviation/2025-10-14/ge-aerospace-preps-first-catalyst-denali-delivery
  9. https://www.flightglobal.com/engines/faa-certificates-ge-aerospace-catalyst-engine-clearing-hurdle-for-2026-beechcraft-denali-approval/161996.article
  10. https://www.ge.com/news/reports/tag/ge%2520catalyst
  11. https://www.geaerospace.com/news/press-releases/regional-business-engines/ge-aviation-launches-new-turboprop-engine
  12. https://www.geaerospace.com/news/press-releases/regional-business-engines/ge-announces-name-its-advanced-turboprop-ge-catalysttm
  13. https://www.avioaero.com/news/articles/whats-name-now-fully-certified-catalyst-engine-ready-transform-future-turboprop
  14. https://www.flightglobal.com/business-aviation/catalyst-turboprop-flight-testing-to-start-this-spring/136828.article
  15. https://www.geaerospace.com/news/articles/product-technology/catalyst-carol-ge-catalyst-takes-another-crucial-step-ahead-flight
  16. https://media.txtav.com/205380-beechcraft-denali-enters-flight-test-phase-with-landmark-first-flight/
  17. https://www.ainonline.com/aviation-news/business-aviation/2024-05-06/beechcraft-denali-begins-faa-certification-flight-tests
  18. https://media.txtav.com/237326-beechcraft-denali-advances-certification-plans-with-successful-avionics-testing/
  19. https://www.avioaero.com/news/press-releases/the-catalyst-turboprop-engine-achieves-faa-certification
  20. https://www.flightglobal.com/ge-ramps-catalyst-turboprop-production-for-2026-service-entry/164892.article
  21. https://www.impactlab.com/2025/03/14/ges-catalyst-engine-certification-marks-a-game-changer-for-the-turboprop-market/
  22. https://www.geaerospace.com/news/press-releases/regional-business-engines/ges-catalyst-demonstrating-new-advancements-turboprops
  23. https://www.geaerospace.com/news/articles/manufacturing-people-product/your-mark-get-set-3d-print-additive-ge-catalyst
  24. https://www.forbes.com/sites/erictegler/2021/11/26/ge-aviation-hopes-its-new-engine-will-be-a-catalyst-in-the-turboprop-market/
  25. https://www.geaerospace.com/sites/default/files/2022-01/GECatalyst-Datasheet.pdf
  26. https://www.aero-space.eu/2021/09/30/ges-catalyst-first-flight-demonstrates-strong-partnership-between-ge-aviation-czech-and-cvut/
  27. https://www.mobilityoutlook.com/features/ge-aviations-new-turboprop-engine-is-a-catalyst-not-just-in-name/
  28. https://www.avioaero.com/sites/default/files/2025-06/aa-catalyst-datasheet.pdf
  29. https://www.geaerospace.com/news/articles/100-year-anniversary-manufacturing-technology/outside-box-how-ge-aviation-entered-brave
  30. https://www.safran-group.com/products-services/fadepc-ge-catalyst-full-authority-digital-engine-and-propeller-control-unit-brain-ge-catalyst-engine
  31. https://beechcraft.txtav.com/en/denali
  32. https://www.aopa.org/news-and-media/all-news/2021/november/24/beechcraft-denali-makes-first-flight
  33. https://investor.textron.com/news-releases/news-details/2024/Beechcraft-Denali-Advances-Certification-Plans-With-Successful-Avionics-Testing-05-06-2024/default.aspx
  34. https://media.txtav.com/194378-textron-aviation-s-cessna-denali-enters-new-phase-of-development-company-builds-first-flight-test-articles/
  35. https://www.aviationtoday.com/2021/11/24/textron-completes-first-flight-beechcraft-denali/
  36. https://www.flightglobal.com/defence/eurodrone-could-gain-new-missions-and-additional-partners-airbus-says/163512.article
  37. https://learningcenter.flexjet.com/modern-aviation-news/beechcraft-denali-progressing-toward-certification/
  38. https://www.geaerospace.com/news/articles/product-technology/ges-catalyst-can-help-hybrid-planes-take-flight-generating-1-megawatt
  39. https://xtiaerospace.com/press-release/xti-aerospace-announces-key-q2-2025-product-and-engineering-milestones/
  40. https://www.avioaero.com/news/press-releases/avio-aero-launches-hybrid-electric-technology-demonstration-program-europe
  41. https://www.flightglobal.com/engines/avio-aero-plans-rig-tests-of-hybrid-electric-catalyst-engine/151346.article
  42. https://www.researchgate.net/publication/242578766_The_potential_of_turboprops_for_reducing_aviation_fuel_consumption
  43. https://aviationweek.com/business-aviation/aircraft-propulsion/flight-tests-beckon-ge-catalyst-turboprop
  44. https://www.aopa.org/news-and-media/all-news/2019/july/30/new-ge-turboprop-bristles-with-technology
  45. https://www.ainonline.com/aviation-news/business-aviation/2021-04-21/ge-nears-installing-catalyst-engine-cessna-denali
  46. https://www.flyingmag.com/first-look-cessna-denali/
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