Source: Qinetiq 

This week’s Pic features a 3D printed hinge made from titanium recovered from a decomissioned aircraft. This hinge forms part of an Air Data Boom and is attached to Qiniteq’s A109S helicopter.

Defense manufacturer Qiniteq designed and integrated the component, and also partnered with Additive Manufacturing Solutions Limited (AMS Ltd.) for production. 

The hinge was manufactured utilizing laser powder bed fusion (LPBF) technology and AMS Ltd.'s proprietary process, which recycles scrap metal with minimal loss of material. The process creates powder that can meet necessary quality requirements with lower emissions and environmental impact than traditional manufacturing methods.  

The lack of material loss is particularly beneficial for titanium, which is commonly used in the defense sector due to its high strength-to-weight ratio and corrosion resistance, but can be costly and difficult to source. 

Recently, Qiniteq’s Flight Test Organization conducted a flight test containing this component — reportedly the first flight of its kind to feature aircraft parts made from recycled titanium. The test took place at the MOD Boscombe Down airfield in Wiltshire, UK. 

• Process: Laser powder bed fusion (LPBF)
• Material: Recycled titanium
• Material Efficiency Rate: 97%
• Environmental Impact: Uses 93.5% less CO₂e in comparison to conventional manufacturing methods

Source | JetZero

3M (St. Paul, Minn., U.S.) has announced an investment and strategic collaboration with JetZero (Long Beach, Calif., U.S.), an aerospace innovator developing the Z4 commercial all-wing body aircraft. The distinctive design offers the potential to redefine how the industry meets ever increasing airline needs for efficiency, performance and sustainability.

For decades, commercial aircraft design has followed the familiar “tube-and-wing” structure. Together, 3M, JetZero and many other industry players are working to advance the next major design evolution. JetZero’s Z4 blended-wing body aircraft is designed to deliver up to a 50% reduction in fuel consumption while also improving the passenger experience.

According to JetZero, the Z4’s integrated wing and fuselage structure generates significant aerodynamic improvements while also creating new opportunities and meeting engineering challenges across the aircraft development life cycle. With support from 3M’s material science expertise, JetZero will bring new solutions to the design, manufacturing and ongoing maintenance of its aircraft.

This collaboration aligns with 3M’s broader commitment to driving material solutions for the aviation industry. Beyond the Z4, the partnership helps mature technologies that can be adopted by already commercialized aircraft, providing immediate efficiency gains while also evolving long-term design. By participating in JetZero's Series B funding round, 3M continues its focus on bringing cutting-edge technologies into aircraft design, including lightning protection, structural assembly and thermal acoustic solutions.

Surface Analyst tools — both handheld and automated — measure the contact angle of a water droplet to assess a substrate’s surface energy, providing real-time quality control for bonding, coating, painting and sealing processes. Source (All Images) | Brighton Science

In advanced manufacturing, speed and reliability are absolutely critical. And almost every manufacturer, from aerospace to consumer electronics, relies on some type of bonding, coating, sealing or painting to produce their high-performance products.

In all of these processes, the surface energy of the material — the ability for the top three to five layers of molecules to form strong chemical bonds — determines success or failure. Flaking paint, disbonds and delaminating seals can lead to production delays, nonconformance reports, rework, scrap and possible failures in service. But a 2-second measurement on surfaces prior to processing can provide the data needed to ensure high-quality bonding of paints, coatings or adhesives to composites, plastics, metals and even ceramics. This simple technique can also be coupled with specifications and form the basis of automated and Industry 4.0 systems that apply AI to enable data-driven decisions across process lines, facilities and organizations.

The history and science

In 1996, Dr. Giles Dillingham founded Brighton Technologies Group (BTG, Cincinnati, Ohio, U.S.) as a materials science R&D lab. During work as a subcontractor to Boeing on the DOD’s Composites Affordability Initiative (CAI) program, BTG demonstrated lab techniques for detecting out-of-spec surfaces for adhesive bonding. At the time, there were no instruments to take such measurements in manufacturing or repair environments. Through a 2013 SBIR with the Air Force Research Lab (AFRL), BTG developed and patented Ballistic Drop Deposition and then created the Surface Analyst — the first handheld device for contact angle measurement of bonding surfaces in production/field settings. It was later used in the development of adhesive bonding for composites in the F-35 Joint Strike Fighter program.

BTG Labs went on to develop plasma polymerization processes for corrosion-resistant coatings, plasma surface treatments to improve bonding and plasma-deposited antimicrobial coatings for surgical instruments and building interiors. It also began working with companies on product quality and performance issues across a wide range of industries, growing its services and product offerings, and was renamed Brighton Science in 2022.

“We’ve spent decades understanding the relationship between surface treatment, surface energy and bonding performance,” says Andy Reeher, CEO of Brighton Science. “We refer to adhesive bonding as chemical fastening because the top few layers of molecules on both substrates’ surfaces chemically bond with the top few molecular layers of the adhesive. The result is an extremely durable bond that lasts for many decades. There are numerous adhesive bonds in everything from cars and planes, to satellites, your iPhone and even bridges. This same chemical fastening takes place when applying coatings, paints and sealants. But all of these processes require surfaces that are extremely clean and attractive to molecules in the material being applied.”

The key to good bonds is high surface energy — indicated by low contact angle. Surface Analyst tools accurately measure this on composites, metals, plastics and ceramics as well as on textured and plasma-treated surfaces.

The key measurement of this quality is called surface energy. When a surface is clean, it emits high energy, and water — itself a high-energy molecule — spreads out on that surface as it is attracted to those high-energy molecules. Contamination results in a low-energy surface, causing water to bead up, attracted more to itself than the surface. Thus, measuring the contact angle of a water droplet on a surface measures the surface energy — high contact angle means low surface energy while a low contact angle indicates a more ideal surface for bonding.

“This is the science embodied in our Surface Analyst tools,” says Reeher. “It uses inkjet technology to print sub-millimeter drops of liquid on a surface and then quantitatively analyzes their contact angles to provide a very sensitive and precise measurement.” It’s also very easy to use, he adds. “You just place the inspection head against the surface, pull the trigger and look at the results screen.”

Objective, reliable measurement

One of the key benefits of the Surface Analyst tools, notes Reeher, is that they’re not subjective like traditional methods such as dyne ink and water break tests. “Dyne ink tests require user interpretation and can contaminate surfaces, and while a water break test is also subjective, it only detects hydrophobic contaminants. It isn’t able to quantify surface energy or detect residues that are hydrophilic or act as surfactants.”

“Our systems are also not limited to the lab,” says Reeher. “When we developed the Surface Analyst, it was the first time you could take readings on a vertical flange, upside down, deep into a crevice or on curved surfaces. We could finally measure surface energy in real world production. It also increases accuracy.”

The BConnect software platform links all Surface Analyst devices into a networked system to refine pass/fail standards, track trends and compare production lines or facilities.

This is thanks to its patented Ballistic Drop Deposition technology. Measurements on rough surfaces were historically an issue because drops could be pinned between features during deposition, affecting the contact angle. “Our technology fires multiple nanodroplets with kinetic energy that advances them over the edges of such surface features as the sub-millimeter drop forms,” he explains. “The result is a round, stable drop that behaves as if the surface were smooth, providing reliable measurements even for textured and nonhomogeneous surfaces.”

Brighton Science offers handheld and automated Surface Analyst systems as well as its BCmobile and BCinline versions which can be integrated with its BConnect software platform. This enables an organization to link all of its Surface Analyst devices into a networked system where users can track trends, set pass/fail standards, configure alerts when surface data drifts out of spec and monitor processes across different facilities or production lines.

“Surface Intelligence”

The surface energy measurements from these instruments are a key part in controlling the quality of surfaces for reliable bonding. However, the companies that do this well, notes Reeher, create a system for implementing this data in specifications, KPIs and, eventually, predictive analytics. Brighton Science calls this “Surface Intelligence” and has developed a framework that organizations can use to evaluate where they are now and how to step toward more advanced control and performance.

“We’ve learned that bond failures are most often due to a lot of complex environmental circumstances and/or human choices,” explains Reeher. “It could be unseen contamination on incoming materials, equipment drifting out of spec or timing gaps and surface aging due to unforeseen events or issues in the plant. There are hundreds of variables. Even subtle variations in products from suppliers can lead to failures that aren’t apparent until the part comes off the line or the customer has been impacted. Many companies have processes for surface preparation, but they don’t necessarily have the tools or structures in place to reliably diagnose or prevent bonding issues from the myriad variables involved.”

Surface Intelligence uses surface energy data as a common language to enable discussion and alignment between people, process steps, departments and suppliers. “When something’s gone bad, no one typically thinks they are the cause,” notes Reeher. “You have different people inside and outside the company pointing at each other. But data ends debate. We’ve seen many times that having surface energy data from throughout the process and value chain can identify if surface quality was indeed a root cause of the problem. And if it was, then you can also see where the issue is occurring, set a spec around it, monitor it and control it.”

Because surface energy can be affected by steps throughout a part’s process chain, identifying the critical points for measurement is key to achieve true control of surface quality.

Critical control points. “It’s not uncommon for people to think that the only point where surface quality is affected is in the surface prep before a coating, sealant or adhesive is applied,” says Reeher. “But in reality, issues can stem all the way from material manufacture and transport through storage and handling as well. One of the first ways companies can improve their Surface Intelligence is to identify all of these critical points where taking 2-second surface energy measurements gives them a basis for tracking issues and implementing control.”

Establishing specifications and KPIs. The next step is making sure specifications are based on data. “Ideally, the specification is developed at the same time as the production line,” says Reeher. “But we often work with companies who are doing this retroactively.” Most companies already have a performance goal — e.g., this bonded stringer must resist this ultimate load and number of fatigue cycles, or this coating must withstand these environmental conditions for X years.

“From these experiments and analysis, you can then define upper and lower control limits for the surface energy data,” says Reeher. “For example, prior to bonding or coating, the contact angle must be 30° ±3° or

SIMM framework

The Surface Intelligence Maturity Model (SIMM) that Brighton Science has developed gives companies a way to visualize the people, process and technology aspects of surface quality control and steps they can take for improvement.

“The companies we work with are in a range of stages,” says Reeher. “Some really aren’t aware of surface energy as a data point for quality, while others have a specification for surface prep, but it doesn’t include surface energy. But we also have customers that are measuring surface energy in production for a ‘go/no go’ kind of an approach. And then some are tracking surface energy as part of their quality program and comparing production lines or different plants, but that’s not the majority. At least, not yet. So, we needed a way to help companies see that there is a framework for progress. They need to be able to assess where they are, and visualize where they want to be and how to get there.”

This is why Brighton Science has developed the Surface Intelligence Maturity Model (SIMM). “It consists of a series of stages or steps that are defined by a people question, a process question and a technology question,” he explains. “As manufacturers move through these steps, they put the structure, specifications and KPIs in place to first measure process variability and then develop ways to reduce it. And they start seeing real results, including faster root cause analysis and implementing solutions as well as lower defect rates. Companies then see the improvement and opportunity that’s possible by going to the next stage."

Case histories: LTA, F-35

Even though bonding is not a new process, nor are the related processes of coating and sealing, they are still transitioning to a physics-based approach for quality control that is quantifiable and predictable. Examples of where this transition has already happened include painting and coating thickness control, where visual coverage checks and anecdotal experience for “one more coat” has been replaced with inline thickness gauges and dry film thickness specs. Semiconductor manufacturing has also moved through this transition — visually clean has been replaced with ISO standards, particle counts and surface contamination specifications.

This automated system (top) shows a Brighton Science Surface Analyst (black box on left) checking surface energy of printed circuit boards after plasma treatment (silver cylinder on right). Surface Analyst measurements were key in more than 40,000 bonds during the assembly of the Pathfinder 1 airship’s frame comprising 10,000 CFRP tubes (bottom). Source | Lighter Than Air (LTA) Research

Lighter Than Air Research (LTA, Mountain View, Calif., U.S.) created its Pathfinder 1 airship (see “Next-generation airship design enabled by modern composites”) using 10,000 carbon fiber-reinforced polymer (CFRP) tubes. Scientists from Brighton Science worked with LTA to help qualify materials and processes, and LTA assembly technicians also used Brighton’s Surface Analyst tools to measure the inside of the tubes as well as more than 40,000 bonded tabs during the assembly process. “This support helped LTA achieve the highest quality bonds as they scaled their production techniques and achieved their airworthiness certification in 2023,” says Reeher. The company began flight testing shortly after and expanded the Pathfinder 1’s flight range in 2025.

Another key case history is the F-35 fighter jet. A large number of adhesively bonded fasteners are used in the assembly of each aircraft. To achieve predictable bonds, technicians use Brighton’s Surface Analyst tools to verify that they have adequately prepared the surface. Surface Analyst units are also used in the field to help assure high-quality bonds during aircraft maintenance.

Click Bond, AI and making all bonds more predictable

Brighton Science and Click Bond (Carson City, Nev., U.S.) have worked together on the F-35 and many other programs. Click Bond not only supplies bonded fasteners but is now advancing automation and digital tools to bring scalability and repeatability to composites and aerospace assembly (see “Bonded fastening meets the digital factory”). After decades of working together on many programs, Click Bond has acquired Brighton Science, which will continue to operate independently.

“Brighton Science brings scientific expertise to our engineering and manufacturing capabilities,” says Brandon Perlich, president and CFO of Click Bond. “Together, we’ll make bonding even more reliable and scalable across every industry we serve.”

“Together, our companies will deliver new innovations for advanced manufacturing,” adds Reeher. “We share a vision for what our developing technologies can achieve, including using insights from application of Brighton Science’s surface energy tools to inform future products and customer solutions with Click Bond.”

“Surface energy is a really important factor for so many processes,” he continues, “and yet, in these processes, it often hasn’t been well defined. But over three decades now, we’ve enabled measuring surface energy in production. And we’re working through the SIMM steps with customers who are now making more predictable bonds. Our goal is to make all bonds more predictable, and this is also where AI fits in.”

In 2026, Brighton Science was acquired by Click Bond, which is already advancing assembly with digitally connected tools and data streams aimed to speed production while improving safety, quality and performance. Source | Click Bond video

The basis for this development is Brighton Science’s BConnect platform. “It connects the surface energy data with environmental sensors and metadata, so you have one central data repository with environmental, process, production line and supply chain context,” Reeher explains. “Companies can move beyond disconnected datasets toward meaningful insights. And the consistent data structures BConnect creates can then enable AI tools for analysis. We are looking at now being able to detect patterns in variability and alert teams before a control limit is passed; to optimize process windows and enable adaptive processes that maintain performance with less interruption and scrap; to enable true digital traceability and to predict things like long-term performance and recommended maintenance intervals. AI is a huge frontier, and we’re doing a lot of work in that space.”

The aerospace industry, and composite parts supply chains specifically, face growing pressure to increase production rates. “As companies work to make their processes go faster, it’s crucial to fundamentally understand them and exert process control that actually achieves speed without sacrificing quality or increasing cost,” says Reeher. “There’s just no time to repeat and redo cleaning, surface prep or application for the thousands of adhesive bonds, coatings and sealants — to metals and composites — that are critical during aerostructures assembly. We are working with companies every day to help them transition to the next generation of advanced manufacturing.”

Source (All Images) | Chem-Trend 

The aerospace industry relies on precise, highly controlled manufacturing processes to produce composite structures that meet strict performance, safety and certification standards. One area undergoing significant reevaluation is mold release technology.

Traditional solvent‑based mold release systems, most of which contain silicone, pose multiple challenges for aerospace manufacturers, affecting everything from part quality to environmental compliance.

The challenge with conventional mold release agents

Most solvent‑based mold release agents used today incorporate silicone to enable part release. However, silicone readily transfers onto composite surfaces during molding. This transfer creates substantial downstream complications: silicone contamination interferes with painting and secondary bonding operations, forcing manufacturers to perform extensive surface preparation before these processes can begin. Silicone residue also disrupts water break testing, a critical quality control method used widely in the aerospace sector.

Compounding this issue is the discrepancy between how traditional solvent-based releases are intended to be used versus how they are typically applied. While these products are formulated to provide multiple releases per application, in practice, most manufacturers reapply after every part. Over time, this leads to heavy release buildup on molds, increasing the likelihood of transfer and requiring aggressive cleaning to restore surface condition. These cleaning cycles consume labor hours, reduce uptime and accelerate mold wear, all while exposing operators to solvent-based volatile organic compounds (VOCs) and, in some cases, hazardous components.

A modern water-based approach

To address these longstanding challenges, Chem-Trend (Howell, Mich., U.S.) developed Zyvax® 1070W, a next-generation mold release agent engineered specifically for advanced composite and aerospace applications.

It is water-based, silicone-free and PFAS-free, supporting the industry’s shift toward cleaner chemistries, reduced VOC emissions and more sustainable manufacturing processes. By eliminating solvents and hazardous additives, Zyvax® 1070W aligns with environmental stewardship goals while maintaining the high level of performance required in aerospace production.

Zyvax® 1070W is a water-based, silicone-free mold release agent designed to eliminate release curing time, which significantly reduces tool prep time. 

Zyvax® 1070W is designed to be applied after each molding cycle, matching the application pattern already used across much of the aerospace composites industry.

The product is also engineered for intentional transfer, meaning each molding operation deposits a controlled, predictable amount of release onto the part surface. This controlled transfer naturally limits the amount of material left behind on the tool, preventing the accumulation of heavy buildup that is common with traditional solvent-based systems. Between cycles, operators simply apply a light touch‑up coat to refresh the mold surface, enabling consistent release performance without excessive residue.

Because Zyvax® 1070W contains no silicone, any transferred material can be removed easily using common water-based or solvent cleaners. This greatly simplifies downstream preparation for painting, bonding or inspection, reducing labor time and supporting more reliable finishing operations. The application process itself is simple: Zyvax® 1070W requires no cure time. Once wiped or sprayed onto the mold and the water carrier flashes off, the surface is ready for composite layup.

Application techniques

Watch the proper ways to utilize Chem-Trend’s aerospace composites molding release agent, Zyvax® 1070W. 

Added benefits for aerospace manufacturing

A notable advantage of Zyvax® 1070W is its light tack, which helps stabilize prepregs and surface plies during layup. This reduces material movement during infusion, hand layup or automated placement operations and may eliminate the need for separate tackifiers.

The product is also part of a complete mold preparation system. Primers, offered in water-based formulations, enhance mold surface consistency by filling micro-porosity, addressing minor imperfections and compensating for areas of tool wear. This creates a hardened, tougher surface that improves part quality and promotes cleaner, more reliable release behavior.

Sealers, also available in water-based formulas, provide an additional protective layer between the primer and release agent, enhancing surface uniformity and boosting overall release performance across multiple molding cycles. Combined with the water-based Zyvax® 1070W release agent, these materials create a cohesive, high-performance mold treatment system tailored to demanding aerospace requirements.

Enhancing efficiency, quality and sustainability

The combination of water-based chemistry, silicone- and PFAS-free formulation, controlled transfer, simplified cleaning and improved mold preparation presents a modern solution to longstanding challenges in aerospace composites manufacturing. By reducing VOC exposure, minimizing mold buildup, extending tool life and supporting efficient downstream finishing operations, Zyvax® 1070W helps manufacturers achieve higher-quality parts with greater consistency, while contributing to a cleaner, more sustainable production environment.

Source | Airbus

On March 6, Airbus (Toulouse, France) inaugurated a state-of-the-art technology center in Bengaluru, marking a major expansion of its strategic footprint in India. The 880,000-square-foot facility, designed to accommodate about 5,000 employees, will serve as a hub for engineering, digital transformation, customer services and procurement, establishing a new nerve center for the company’s “Make in India” mission.

“The inauguration of the Airbus India Technology Centre provides the scale and headroom for our next phase of growth,” says Jürgen Westermeier, president and managing director of Airbus in India and South Asia. “This center will allow us to scale existing technological competencies and innovation ecosystems while also addressing the customer services and procurement dimensions of our ‘Make in India’ mission. It ensures that Indian expertise continues to be woven into every stage of our global value chain.” 

While Airbus has been a pillar of the Indian aviation landscape for more than six decades, its focused engineering presence in Bengaluru has matured over the past 20 years from a specialized unit into a multidimensional powerhouse. Work performed here is deeply integrated into the entire life cycle of the aircraft; Indian engineers and digital specialists now help maintain and optimize all existing Airbus commercial aircraft and helicopter programs — from maintaining critical aircraft technologies to pioneering research into next-generation aircraft, cyber security, robotics and AI.

The campus also houses a dedicated Customer Services center that provides critical support both locally and globally. It offers tailored support programs, flight hour services and comprehensive maintenance and technical support to Airbus customers around the world, ensuring operational excellence across the global fleet. 

The Bengaluru campus also functions as a vital procurement hub. These operations are essential to managing the manufacturing, assembly and sourcing of components and services that plug Indian talent into the global value chain.

Demonstrating its commitment to the government of India’s “Skill India Initiative,” the facility will host a local chapter of the Airbus Leadership University that will provide tailored development and learning solutions to prepare the next generation of aerospace managers and specialists.

For related content, read “Composites in India: A market forecast for 2025-2030.”

Source (All Images) | Airbus

Airbus (Toulouse, France) has begun ground testing on its A350F freighter aircraft, marking a milestone as the company pushes the aircraft toward flight testing and certification ahead of its planned entry into service.

The ground test campaign — conducted during the aircraft’s final assembly — is focused on validating critical systems and technologies developed specifically for A350F’s role as a next-generation freighter. These include major modifications from the passenger A350 variant and entirely new systems designed for efficient and reliable cargo operations.

Ground testing plays a critical role in bridging the gap between physical aircraft assembly and flight certification, ensuring that what has been designed digitally aligns with real-world performance of the aircraft before it ever leaves the runway.

“A350F ground testing is a defining phase,” says Guillaume Terrien, who leads the ground test design activities for the program. “As early as 2021, at the A350F’s definition phase close collaboration was initiated between FAL Ground Test Design and Chief Engineering teams. The goal was to share FAL testability constraints so they could be taken into account from the preliminary aircraft design stage.”

Innovative systems under evaluation

The ground test campaign includes a comprehensive set of tests covering the A350F’s freighter-specific technologies, such as:

• Main-deck cargo loading system, ensuring the robust integration and operation of the loading mechanisms.
• Main-deck cargo door, cycling and system verification to confirm performance under operational conditions.
• Dedicated courier area, a new compartment with seating for up to 10 occupants.
• Anti-tail-tipping warning system, protecting the aircraft and personnel during loading.
• Main-deck drainage system, ensuring effective drainage of water and other fluids from the cargo hold.
• New water and waste systems, multi-zonal air distribution, oxygen system, for key life-support subsystems.
• Smart Freighter connectivity and video monitoring systems, advancing onboard operations and visibility.

These systems are being subjected to “serial ground tests” — standard procedures developed for future production aircraft — and a series of dedicated tests on flight-test airframes for certification purposes.

In-production serial testing, one-off development & certification

Of the approximately 200 serial ground test instructions (GTI) for an A350 passenger aircraft, approximately 40% of the ground test instructions used for the passenger A350 have been either newly created or significantly adapted for the A350F configuration, highlighting the freighter’s distinctive requirements.

New serial tests include procedures such as the Main Deck Cargo Door Cycling test, which repeatedly operates the door both manually and electrically to check sensor performance and alerting behavior. The Automated Wiring Self-Test for the cargo loading system allows crews to rapidly verify hundreds of electrical connections directly from the cockpit — minimizing time and complexity during production testing.

A350F infographic.

Parallel to serial testing, the development and certification ground test campaign is being executed on the program’s flight test aircraft (MSN 700 and MSN 701). These one-off tests are required by regulatory authorities and ensure that both design intent and system performance are validated prior to flight testing.

Among the certification ground tests is the Max Payload Test, which verifies the aircraft’s ability to handle its full design payload of 111 tonnes — roughly the weight of 18 elephants — while ensuring correct sequence operations, especially for cargo door mechanisms.

A Pressurisation Development Test is also underway, applying additional instrumentation to monitor the behavior of the cargo door under cabin pressure changes. These tests add an extra layer of validation beyond the standard pressurization exams carried out during routine production.

With these tests progressing, Airbus is advancing the A350F closer to its flight test campaign — a key step toward final certification and entry into operational service.

Source | ATC Manufacturing

ATC Manufacturing (ATC, Post Falls, Idaho, U.S.) has been awarded a contract from the Air Force Research Laboratory (AFRL, Wright-Patterson AFB, Ohio, U.S.) for a program titled “Thermoplastic Composites for Large High-Rate Aircraft Structures.” At the center of this capability expansion is the use of a new large-format hydraulic press engineered specifically for high-rate thermoplastic processing capable of forming parts up to 122 inches (≈10 feet) × 61 inches (≈5 feet), significantly expanding the possibilities for next-generation defense and commercial platforms.

This contract marks a strategic expansion of ATC’s footprint in defense applications, reinforcing its role as a key partner in next-generation aerospace structures. The initiative will demonstrate high-rate manufacturing of thermoplastic composite (TPC) primary and secondary aircraft structures that reduce cost and upgrade legacy metallic and
thermoset aerospace parts currently used in U.S. defense systems. ATC will be partnering with Anduril Industries and Toray Advanced Composites on this innovative program.

This new investment in high-rate TPC processing is expected to drive job growth at ATC’s Post Falls, Idaho location, including mechanical engineers, project engineering and configuration engineer roles.

“High-rate TPC production allows us to deliver lighter, corrosion-resistant, more durable structures necessary to meet U.S. national security goals,” says Jason Merrifield, ATC business development manager. “We are proud to partner with AFRL to accelerate advanced materials into operational systems.”

Read more about ATC Manufacturing, “A legacy of innovation in advanced thermoplastic composites.”

Source | Bordeaux Technowest LinkedIn

Avel Robotics (Lorient, France) is further developing its activities in the aerospace and space sectors with the signing of new aerospace contracts and the opening of a commercial office in Bordeaux, which took place in January 2026.

This new location is part of a strategic effort to be closer to industrial players in these markets, which are particularly active in the Bordeaux area, while maintaining the company’s historic production site in Lorient, at the heart of its automated composites manufacturing operations.

Avel Robotics began diversifying its activities several years ago and is now supporting aerospace and defense manufacturers in the design and automated production of composite parts using its AFP robotic technologies. 

The recent signing of new aerospace contracts — including this one with Aura Aero on the ERA program — confirms the relevance of this strategic direction and Avel Robotics’ ability to meet the industrial requirements of these sectors in terms of performance, repeatability and part reliability.

As part of this development, the company is joining Bordeaux Technowest within the Cockpit facility, a space dedicated to companies in the aerospace, space and advanced industrial sectors. Located in Mérignac, this site places Avel Robotics in proximity to major industrial players such as ArianeGroup, Dassault Aviation, Airbus Atlantic, Safran Propulsion, Safran Ceramics and Thales, as well as a dense network of mid-sized companies, innovative SMEs, laboratories and research centers.

 Source | Aura Aero

Avel Robotics (Lorient, France) has announced a development contract with Aura Aero (Toulouse, France) as part of the ERA program, Aura Aero’s 19-seat hybrid-electric regional aircraft. The partnership covers the design and production of the wing and carbon fiber composite structural components.

Aura Aero designs and manufactures aircraft aimed at accelerating the decarbonization of air transport. Its aircraft family includes Integral, a two-seat training aircraft available in four versions (R for aerobatics and leisure flying, S for training, each also available in an electric version), and ERA, designed to achieve up to 80% reduction in CO_₂ emissions compared to conventional aircraft.

Avel Robotics, a manufacturer of structural composite components initially recognized in offshore racing (read CW’s 2022 plant tour), is known for its ability to combine performance, innovation and sustainability. Since 2019, the company has been pursuing a diversification strategy and has progressively expanded its activities into the aerospace and defense sectors. Today, this strategy translates into significant industrial scale-up.

In 2025, Avel Robotics made major investments to strengthen its production capabilities:

• Expansion and full reorganization of its composite workshop.
• Integration of a new automated fiber placement (AFP) robot.
• Commissioning of a large industrial curing oven.
• Deployment of new machining and inspection equipment.
• Optimization of production workflows.

This investment plan will continue through 2026 and 2027 to support the industrialization of the ERA program and ramp up production.

Source | Axalp Technologies

Axalp Technologies (Olten, Switzerland) recently completed the main R&D phase of its collaborative iSurface composite material health monitoring research project with partners Munro Technology Ltd. (Yeovil, U.K.), Z Prime (London, U.K.), and University of Applied Sciences and Arts Northwestern Switzerland (FHNW). Examples of iSurface technology applied to composite parts were exhibited at JEC World 2026 (March 10-12, Paris, France).

Composites are prone to damage by low velocity impacts that can cause hard to detect, barely visible impact damage (BVID). Acting as an embedded early warning system, iSurface can reportedly reduce the risk of catastrophic failure for aerospace structures subject to impact including leading edges, inlets and propeller blades, the latter a fast-growing application in advanced air mobility (AAM) and unmanned aerial systems (UAS)/drones.

Download the October 2025 white paper to access analysis, test protocols and integration guidance including:

• Problem context: Vulnerability of CFRP to low-velocity impacts and barely visible impact damage (BVID).
• Material innovation: iTex conductive fiber interleaf enabling an embedded sensing lattice with minimal weight impact.
• Diagnostics layer: AI-based interpretation of signals for impact characterization, localization and remaining-life indication.
• Large-area redundancy: Distributed network maintains sensing coverage when a local region is damaged.
• Mechanical performance: Representative uplift up to +87% (Mode I) and +244% (Mode II); test conditions and methods detailed.
• Integration pathways: Co-cure, retrofit to skin, and primer/paint-layer options; implications for condition-based maintenance and certification roadmap (2027–28).

The iSurface project is part of an Anglo-Swiss research investment program co-funded by Innosuisse and Innovate UK. Read more in Axalp Technologies’ LinkedIn post.

Source | Bell Textron Inc.

On March 9, Bell Textron Inc. (Fort Worth, Texas, U.S.), a Textron Inc. company, successfully held the Critical Design Review (CDR) for the Defense Advanced Research Projects Agency (DARPA)’s SPeed and Runway INdependent Technologies (SPRINT) program. This milestone allows Bell to begin building the aircraft demonstrator, recently designated as the X-76.

In July 2025, Bell announced the company was downselected for Phase 2 of the program in the latest chapter of its 90-year history of X-plane development. The goal of the SPRINT program, jointly funded by DARPA and U.S. Special Operations Command, is to advance next-generation runway independent technologies that can be scaled to different military aircraft through designing an aircraft with the ability to cruise at speeds from 400-450 knots at relevant altitudes and hover in austere environments from unprepared surfaces. In Phase 1A and 1B, Bell completed conceptual and preliminary design efforts for the SPRINT X-plane. Phase 2 includes detailed design, build and ground testing culminating in flight test during Phase 3.

Since its inception, Bell says it has pushed the known boundaries of flight through high speed and vertical lift aircraft from the X-1 to the XV-3 and XV-15. The SPRINT program brings together all of this into one vehicle to provide runway independence with jet speeds.

Co-consolidated integral CF/LMPAEK flanges form a continuous thermoplastic material system with the tube body, eliminating the metallic hardware and adhesive interfaces that conventional cryogenic line assemblies require. Source (All Images) | herone GmbH

Hydrogen (H₂) gas liquefies at a temperature of -253°C (20.28 K) under atmospheric pressure, just 20 degrees above absolute zero. This temperature is cold enough to make most structural materials brittle and H₂, among the smallest molecules that exist, are small enough to find any gap in a material and permeate straight through. For ground-based cryogenic infrastructure, those challenges are manageable: stainless steel and vacuum-jacketed lines are bulky and heavy, but when weight is not a constraint, they’re acceptable. 

Put those same requirements into a commercial aircraft and the equation changes entirely. A liquid hydrogen (LH₂) fuel cell-powered passenger aircraft must route LH₂ from the tank to the fuel cell through a fuel distribution system light enough to be viable, while surviving more than 10,000 thermal cycles over a 25-year service life, with each flight heating everything back to ambient before the next cryogenic soak begins. NASA (Hampton, Va., U.S.) research has shown that without adequate insulation, 50-70% of LH₂ can boil off in flight, a figure that makes H₂ aviation commercially unworkable if the fuel system is not designed correctly from the outset.

Conventional metallic cryogenic lines accommodate thermal contraction from this thermal cycling with bellows, O-rings, bolted flanges and mechanical seals; components that also multiply the number of potential leak points in the system. In a ground application, leaks are not desirable, but H₂ will rise and diffuse quickly in air, for example. In an occupied aircraft carrying a cryogenic, highly flammable fuel, every joint is a liability that both the designer and the regulator have to account for. The conventional metallic approach, borrowed from industrial cryo-technology, simply was not built with that constraint in mind.

Foundational TPC cryogenic design

Dresden-based herone GmbH (Germany) has spent the last several years re-engineering the design of cryogenic fluid lines from first principles, specifically for the aerospace operating environment, within the German government-funded LuFo projects WAKOS and ZEDI.

The company, founded in 2018 as a spin-off from TU Dresden’s Institute of Lightweight Engineering and Polymer Technology (ILK), has built its technology on a decade of research into thermoplastic composite (TPC) hollow profiles originating from co-founder Dr. Christian Garthaus and Dr. Daniel Barfuss’ doctoral work at ILK. That foundation produced herone’s patented continuous blow molding and injection forming processes, in the context of unitized thermoplastic driveshaft and gear demonstrators. The company focuses on carbon fiber-reinforced low-melt polyaryletherketone (CF/LMPAEK; LMPAEK is from Victrex, Clevelys, U.K.) and polyetheretherketone (PEEK) composite hollow profiles, creating a material system that offers 50-60% weight savings over stainless steel and a set of physical properties that make it unusually well suited to the demands of cryogenic H₂ applications. This material focus is the foundation of the company’s LH₂ fuel line system design.

A full-scale CF/LMPAEK cryogenic line component produced for a space application demonstrates herone's out-of-autoclave (OOA) braiding and consolidation process at flight hardware scale.

That foundation has already produced flight hardware. Working with ArianeGroup GmbH (Bremen Germany) within the European Space Agency’s (ESA) Future Launchers Preparatory Programme (FLPP), herone recently completed the first full-scale CF/LMPAEK cryogenic line system component for the Ariane 6 launch vehicle with a near-net-shape, tape-preformed, out-of-autoclave (OOA)-consolidated assembly with integral thermoplastic fittings co-consolidated with the tubing in a single step, designed for the pressure loads and cryogenic conditions of launch vehicle service. This space application demands minimized mass above all else, and accepts a single-wall line design where brief mission durations and overboard venting manage any residual leakage risk. 

Aviation, by contrast, demands something considerably harder to achieve: a double-wall system with vacuum insulation, secondary containment and leak rates low enough to be safe in an occupied vehicle over thousands of flight cycles. The Ariane 6 component demonstrates the manufacturing process works at full scale; the aviation program is where the engineering requirements become genuinely uncharted.

Thermoplastic vs. thermoset matrix choice

To understand herone’s approach, it helps to think about what happens to a composite material during repeated cryogenic cycling. Epoxy-based thermoset composites behave, in a sense, like glass under those conditions: rigid and capable in normal service, but at temperatures approaching cryogenic (below -150°C), the brittleness latent in the material becomes structural. Under thermal cycling, matrix microcracking can initiate and propagate through the laminate. Each crack is a potential H₂ leakage pathway, not because the laminate has failed structurally, but because H₂’s molecular diameter is small enough to migrate through cracks that many structural assessments would dismiss as negligible.

The PAEK family of thermoplastics behave differently. “Think of them as the flexible polymer bottle rather than the glass bottle. They retain ductility at cryogenic extremes that thermosets lose,” explains Daniel Barfuss, co-founder and managing partner at herone. “When things get really cold, almost all materials become more fragile, and we need materials to be flexible enough to prevent tiny cracks which can lead to leaks. That’s why thermoplastics are valuable here.”

PEEK maintains approximately 3-4% elongation at break at -196°C (77 K) — the boiling point of liquid nitrogen (LN₂) and the standard temperature used in cryogenic materials characterization, representing a conservative proxy for the -253°C LH₂ service condition — compared to roughly 1.5% for glass fiber/epoxy systems. The standard cryogenic test temperature of 77 K is used in materials characterization because that cryogen is readily available in any laboratory, making it a practical and reproducible initial benchmark for assessing how materials behave, even when the actual service temperature, as in LH₂ applications, is colder still at -253°C.

The retained flexibility that PAEK polymers offer is the difference between a laminate that resists microcracking under thermal fatigue and one that does not. TPC in general also demonstrate significantly higher mode I interlaminar fracture toughness — the energy per unit area required to pry two bonded composite plies apart by opening them like a book — approximately five times greater than thermoset composites. As such, cracks not only initiate less readily, but require substantially more energy to propagate once they do.

Comparative micrograph analysis of thermoset CFRP (left) and CF/LMPAEK laminate (right) after cryogenic thermal cycling demonstrates the thermoplastic matrix’s resistance to the microcracking.

Permeation is a separate but related problem. Even without cracking, H₂ diffuses through composite laminates under a concentration gradient. CF/LMPAEK laminates provide approximately 10 times lower H₂ permeability than epoxy systems at cryogenic temperatures, and at the -253°C of LH₂ service, permeation through the composite wall itself becomes negligible. The critical window is at ambient temperature during ground handling, refueling and warm-up phases, where a barrier layer is still required. 

Rather than applying a liner as a secondary postprocess step, herone integrates a metallic film permeation barrier directly between braided layers during preforming. The thermoplastic-functionalized barrier layer becomes part of the tube wall, co-processed into the structure, maintaining the homogeneity of the composite cross-section and avoiding the bonded interface that a separately applied liner creates. 

“When you use a high-quality thermoplastic and achieve a good molding surface, you get a resin-rich outer layer with no exposed fibers,” says Barfuss. “That surface seals. You don't need metal to do it, you just need resin. That's one of the things people don't expect thermoplastics to be able to do.”

Eliminating the joints

The materials herone has chosen resolve the key microcracking and permeation problems, but the deeper engineering question is structural: How do you build a cryogenic aircraft fuel line without the bellows, O-rings and bolted flanges that make conventional metallic assemblies so joint-heavy?

Integral CF/LMPAEK flanges co-consolidated with the tube body in a single press cycle reduce joint count and system mass while maintaining a homogeneous thermoplastic material system throughout the assembly.

The answer lies in what PAEK TPC enable at the manufacturing level that thermoset composites do not. Because TPC can be reheated and reformed after initial consolidation, herone injection-forms or co-consolidates functional elements (flanges, fittings, ferrules, sealing surfaces) directly onto the composite tube body in a single integrated manufacturing sequence. Short fiber-reinforced PEEK is co-consolidated at 380°C with preheated PAEK preforms held at approximately 200°C, creating simultaneous cohesive molecular bonding at the polymer interface and geometric interlocking at the macro-scale. This produces what herone terms a “form-locking joint” — a connection that achieves 44% higher torque load capacity than cohesive bonding alone, without adhesives, fasteners or elastomeric seals. The flange is not attached to the tube; it is the tube, formed from the same material system and bonded at the molecular level.

“The co-consolidation is a technique that eliminates the need for postprocessing joining operations and additional joining specifications, such as knock-downs,” says Barfuss. “This process is inherently integrated into the fundamental consolidation specifications of the composite material itself. As a result, co-consolidation achieves shear design values that are three to four times greater compared to traditional metallic-composite adhesive bonding methods.”

For an aviation LH₂ application, herone is developing a double-wall configuration: a composite inner tube carrying the LH₂, separated from a composite outer containment tube by a vacuum-insulated annular gap maintained by 3D printed polymer spacers. The vacuum interspace provides thermal insulation which is critical to minimizing boil-off over flights lasting up to 5 hours and simultaneously acts as secondary containment if the inner line develops a leak. An interspace monitoring capability provides early detection before any failure cascades to the outer wall. 

By designing both walls from the same CF/LMPAEK material system and braiding each with independent laminate layups, herone independently tunes the coefficient of thermal expansion (CTE) of each tube. A near-zero axial CTE laminate on the inner tube suppresses axial contraction during cooldown. A matched CTE design between inner and outer walls removes the differential movement that conventional lines manage with bellows. Eliminating bellows reduces the joint count, system weight and the potential leak-point inventory simultaneously.

Braiding to functional assembly

The company’s manufacturing sequence begins with automated tape braiding. Victrex tape AE250 supplied in LMPAEK-matrix form with PAEK-compatible sizing that delivers 20% higher fiber-matrix adhesion than unsized fibers, are braided over a mandrel by a robotic system that controls feed rate, braid angle and layer sequence. Braid angles from ±15° to 70° are selectable as well as pure 0° layer integration, enabling the laminate architecture to be tuned for each application — including specific multi-axial angles for CTE management and higher helical angles for hoop-stress capacity under internal pressure. For curved sections, the mandrel geometry routes the tube through bends with radii more than twice the diameter without fiber wrinkling, a direct advantage of the TPC tape architecture over dry fiber braiding that must be consolidated separately.

Robotic tape braiding deposits fully impregnated CF/LMPAEK tapes at controlled braid angles onto a mandrel, producing a net-shape hollow preform ready for bladder-assisted consolidation without intermediate processing steps.

Following the completion of the braided preform, including the metallic barrier film positioned between designated laminate layers at this stage, the assembly transfers to a heated press. An internal inflatable bladder inserted through the tube bore applies radial consolidation pressure from inside the preform against the tool face while the  press assembly heats to processing temperature: 305-340°C for plies of carbon fiber-reinforced prepreg made with LMPAEK polymer 385°C for PEEK. This OOA consolidation produces void content below 2% in approximately 15 minutes, compared to 240 minutes for autoclave-cured thermoset prepregs. 

The company’s Dresden facility, representing more than €4 million in production investment, targets 20,000 parts annually, and that throughput only makes sense at 15-minute consolidation cycles. The metallic barrier film is positioned between braided layers before consolidation and thermally fused into the finished wall during the same press cycle, requiring no separate process step.

For field assembly, herone has also developed a PEEK-based electrofusion socket system: a resistance-heating element embedded in a thermoplastic sleeve heats the joint to fusion temperature when energized, welding two line sections together on-site without additional tooling or external heat sources. 

“We’ve developed a joining approach that works like plumbing,” says Barfuss. “You bring the socket to the site, clip on a simple electrical connection, and the heat does the rest. No tooling, no external press; the joint fuses in place.”

This concept brings the simplicity of established plumbing-industry joining techniques to enable reliable fusing of pipe sections to an aerospace-grade composite cryogenic line.

Making a case for CF/LMPAEK in aerospace programs

Micrograph analysis of CF/LMPAEK laminate specimens subjected to extended cryogenic thermal cycling shows no measurable microcracking in either flat coupons or tubular geometry. This represents the critical distinction from thermoset composite test results under equivalent conditions. Permeation measurements on cycled and uncycled specimens confirm that barrier-integrated laminates meet aviation LH₂ service requirements. The material system carries qualification data from broader aerospace programs under PAEK-class material approvals (see sidebar), and herone holds AS/EN9100 manufacturing certification. 

Cross-section micrograph of a CF/LMPAEK tube wall shows the metallic permeation barrier layer thermally fused between laminate plies during consolidation, with no adhesive interface.

Compared to aerospace-grade stainless steel, the CF/LMPAEK tape-braided tube assembly is projected to reduce line system weight by 50-60%. Additional savings from integral CF/LMPAEK flanges displace separate metallic flange hardware, as flanges account for roughly one-third of a metallic line assembly’s total mass.

The technology currently sits at technology readiness level (TRL) 3 for the aviation double-wall configuration, with TRL 6 targeted within the coming year. No established certification standards yet exist specifically for LH₂ piping in passenger aircraft; EASA CS-25 specifications are being adapted, and the FAA’s December 2024 Hydrogen-Fueled Aircraft Roadmap sets development targets through 2028 and 2032. Nonetheless, the failure behavior of herone’s CF/LMPAEK-based tube assemblies aligns well with the regulatory intent of those frameworks. Unlike metallic lines that can fail suddenly under overpressure, the TPC tubes fail first in the polymer matrix, producing slow localized leakage detectable through the interspace monitoring system before any structural event occurs. That failure-mode predictability is an engineering argument for CF/LMPAEK as much as a safety one.

The design’s thermoplastic matrix also closes the sustainability case. Because LMPAEK can be remelted, production off-cuts and end-of-life components can be reprocessed into chopped TPC feedstock, avoiding the landfill destination typical for thermoset composite scrap. For an industry beginning to treat circular economy obligations as genuine design constraints rather than compliance exercises, that reprocessability matters.

“We’re not just replacing metal with composites,” Barfuss notes. “We’re creating a system that aviation’s H₂ infrastructure can actually qualify, maintain and eventually recycle, and doing it in a way that can be manufactured at the rates the industry will eventually need.”

Source (All Images) | Beyond Aero

Beyond Aero (Toulouse, France), a company building an electric business aircraft powered by hydrogen propulsion, has completed the preliminary design review (PDR) of its business jet, BYA-1, and advanced its certification pathway under CS-25 and Part 25, the transport-category standards of the EASA and the FAA. 

The milestone concludes the aircraft’s preliminary design phase, confirming the integration of hydrogen storage, electric propulsion, thermal management, fuel cell system and safety systems into a certifiable aircraft architecture. The program now progresses on schedule toward detailed design, engineering and the definition of the validation plan, on track with its goal to deliver the first BYA-1 by 2030.

The aircraft uses a twin-propfan configuration powered by fuel-cell electric propulsion. It will operate on gaseous hydrogen stored at 700-bar in externally mounted tanks integrated above the wing structure — it is designed to also use 350-bar mobile refueling systems. This configuration enables natural ventilation and compatibility with existing and emerging airport refueling infrastructure, while avoiding the added complexity of cryogenic liquid storage for early entry into service.

Hydrogen tanks integrated in the hydrogen-electric business jet.

A comprehensive wind tunnel test campaign validated the aerodynamic assumptions and confirmed the correlation between computational models and physical testing during the preliminary design phase.

A 2025 article reports that “BYA-1 will cut fuel costs by 65% compared to power-to-liquid SAFs [sustainable aviation fuel] by 2025 and 17% vs. Jet A-1 by 2030. The all-electric powertrain, with 90% fewer moving parts, promises to reduce operational costs by up to 55% while improving reliability.”

Certification under transport-category standards

Beyond Aero is developing its aircraft under the CS-25/Part 25 and certification review items (CRIs) for hydrogen propulsion certification framework — the standard applied to commercial transport aircraft — reflecting a deliberate decision to prioritize safety and certification robustness in the introduction of hydrogen propulsion.

Beyond Aero is actively executing a pre-application contract with the EASA to formalize its certification pathway. The DOA application submitted in April 2024 is progressing as planned: Phase 1 is complete, and Phase 2 is underway. 

Technical validation, program maturity and infrastructure integration

BYA-1 aircraft architecture is supported by progressive hardware validation across multiple test campaigns:

• 85-kilowatt sub-scale prototype — flight tests campaign completed.
• 800-kilowatt-class propulsion data validated through a full-scale flight testing campaign following the acquisition of Universal Hydrogen assets.
• 1,200-kilowatt total testing capacity in ground laboratories.

The program is supported by well-established industrial partners such as EKPO, FEV, AVL, Aeronnova, TAT Technologies, Airbus Protect and Bureau Veritas, leveraging sound expertise and reinforcing supply chain maturity.

Beyond Aero is also developing the aircraft alongside hydrogen ground infrastructure. The company has signed more than 10 MOUs with airport operators and over 16 with hydrogen production and distribution partners to support planning for gaseous hydrogen supply. 

Source | CW

CompositesWorld announces that the next installment in its annual Tech Days online event series will be “Thermoplastic Composite Solutions for Aerospace Structures.” The event is scheduled to take place June 24, 2026, at 11:00 a.m. ET.

Innovative materials, advanced processes and surging demand from the commercial aerospace and defense sectors for rapid-production solutions are elevating thermoplastic composites to the forefront of aerostructures manufacturing.

Across both smaller secondary components and larger primary structures, thermoplastic composites are seen as transformative for rapidly evolving markets next-generation aerospace and defense and advanced air mobility (AAM) which require high-rate, high-volume materials and processes that break free from autoclaves and thermoset resins, embracing improved efficiency, scalability, multifunctionality and recyclability.

In this CW Tech Days event, industry experts will explore cutting-edge materials and processing technologies driving the shift to high-rate thermoplastic composite parts production and provide insights into topics such as:

• The rise of oversized presses
• In-situ thermoplastic automated fiber placement (AFP)
• Injection overmolding, specialized tooling for massive parts
• Advanced welding for assembly
• Robust process controls
• Case studies from groundbreaking aerospace, defense and AAM projects

Join us to explore how these innovations are powering future airframes, engines and more.

Make sure to keep an eye out for updates leading up to the event.

Call for abstracts

Material and equipment suppliers, along with industry experts interested in presenting at the fall CW Tech Days event on June 24, 2026, are invited to submit abstracts to press@compositesworld.com. Please reference “CW Tech Days: Thermoplastic Composite Solutions for Aerospace Structures” in the subject line. Abstracts should be approximately 150 words and clearly explain the topics to be presented, including a list of technologies, processes or strategies that will be addressed.

All submitted abstracts will be considered for inclusion in the event agenda. The deadline for consideration is May 4, 2026.

Abstracts are evaluated and considered according to the technical and educational value they bring to the global composites industry. In order to bring the most value to our audience, we will avoid content that is highly commercial or does not clearly relate to trends and/or new developments in high-temperature systems.

AEC says the “remote-cool” option allows heat to be released outside the production facility by locating the chiller condenser on the plant exterior while the chiller remains indoors. This expansion complements the air- and water-cooled GPL models released in 2025, which range in capacity from 5-60 tons. All GPL chillers can also be adapted for full outdoor use, with both chiller and condenser located outside the production facility.

AEC says the redesigned line includes easier access to components for faster maintenance, a new color touchscreen for the controller, standard audiovisual alarm, and lower height for larger models to facilitate shipping.

GPL packaged chillers can use either R-410A or R-454B refrigerant, with R-454B being the “low GWP” (Global Warming Potential) refrigerant that meets the stricter environmental requirements of 12 U.S. states and Canada. All GPL chillers operate in a fluid temperature range from 20- 80°F. 

Source | Coexpair

Coexpair (Namur, Belgium) and Lockheed Martin (Bethesda, Md., U.S.) have signed a memorandum of understanding (MOU) to explore an opportunity for improving an existing F-35 manufacturing process with Coexpair’s composites aerostructure technologies, products and software.

Under the MOU, Coexpair will use a phased approach to develop, demonstrate and test fabrication of representative F-35 composite parts, and Lockheed Martin will provide assistance in qualifying process requirements. This agreement aligns with Lockheed Martin’s commitment to foster strong industrial partnerships and leverage Belgian expertise to drive innovation for the F-35 program while strengthening Belgium’s advanced manufacturing ecosystem.

“This framework creates new opportunities to sell our equipment and molds made in Belgium to defense and aerospace programs of strategic importance worldwide,” says André Bertin, Coexpair president.

Coexpair wishes to build, equip and train Excellence Manufacturing Centers based on its same-qualified resin transfer molding (SQRTM) 4.0 solution, starting in Belgium in collaboration with Belgian aerospace groups. Version 4.0 of the Coexpair SQRTM manufacturing process and equipment features full automation based on Coexpair and Coexpair Dynamics joint equipment and software. The software suite, Maestro, synchronizes equipment, manages all production data and includes process simulation and AI enhanced quality documentation. Maestro is running at Airbus, Safran and Aciturri Engines and others.

Coexpair technology is already demonstrated on civil Embraer and Airbus aircraft to improve part quality and performance, reducing costs by 30%. According to the company, the full solution divides energy consumption by four and waste by 10. The potential of Coexpair was clearly identified by Syensqo in 2019 supporting an initial Essential Security Interest (ESI) project for the F-35. This project demonstrated the potential of SQRTM 4.0 for manufacturing of a representative F-35 part with Syensqo thermoset materials. This project also resulted in a new automated fiber placement (AFP) equipment line at Coexpair Dynamics that increases the processing speed of Syensqo aerospace thermoplastic composites by four times, opening new markets.

Source | Coexpair

Safran Aircraft Engines (Paris, France) has contracted with Coexpair (Namur, Belgium) for the delivery and installation of a pneumatic heated press that will equip the Safran’s new Composite Development Laboratory at Villaroche, France. Aimed to support Safran in the development of next‑generation thermoset and thermoplastic applications for aircraft engines, this advanced press enables the manufacturing of high‑performance composite parts using a range of processes including:

• RTM
• SQRTM
• Compression molding
• Thermoplastic consolidation
• Thermoplastic hot forming

The system integrates Coexpair’s latest technological advancements, such as high‑speed actuation and advanced coordination software for seamless synchronization with Coexpair injection systems, as well as controlled cooling capabilities. Aligned with Coexpair’s core technology pillars — oil‑free operation, low energy consumption, robust design and minimal maintenance — this press exemplifies the reliability and efficiency that characterize Coexpair and Radius Engineering (Salt Lake City, Utah, U.S.) equipment, used daily in aerospace production facilities worldwide.

The Coexpair team is proud to support Safran in the development of future engine technologies, paving the way for even more sustainable, high‑rate production of advanced composite parts.

Sources (top left, clockwise) | Deutsche Aircraft, Joby Aviation, Luxembourg Institute of Science and Technology (LIST), Airbus Global Market Forecast 2025 and Airbus/ Smart & Sustainable RTM (SAUBER) 4.0 project

Commercial airliner production

Source | CW compilation of industry data

Airbus (Toulouse, France) led 2025 deliveries with 793 aircraft while Boeing (Arlington, Va., U.S.) totaled 583, with single-aisle aircraft comprising the majority for both. Meanwhile, widebody aircraft continue to recover post-COVID. While Airbus still struggles to reach its production targets — due to supply chain issues mainly with Pratt & Whitney (East Hartford, Conn., U.S.) engines, but also with specific components for aerostructures, cabin interiors and landing gear — Boeing continues to make significant progress, reaching a rate of 42/month for the 737 MAX and 7/month for the 787.

Boeing is forecasting deliveries of 600 commercial aircraft in 2026 — note this will be new production versus clearing out undelivered inventory — with the 737 MAX reported to comprise roughly 500 of those at a rate of 47/month and a target 787 rate of 10/month by the end of 2026. In November 2025, Boeing announced expansion of its 787 production site in South Carolina, including a new final assembly building plus additional parts preparation and interiors capacity.

Demand for ≈34,250 new narrowbody aircraft Demand for ≈8,200 new widebody aircraft Source | Airbus Global Market Forecast (GMF) 2025

Airbus is projecting ≈870 deliveries in 2026 (up almost 10% from 2025) with industry sources estimating the split as follows:

• 700-750 narrowbodies with 2026 serving to ramp toward 70-75 A320/321 aircraft/month by the end of 2027.
• >100 A220 regional jets (previously 14/month, but revised down due to Pratt & Whitney’s engine issues).
• ≈65 A350 and ≈42 A330 widebody aircraft.

To meet these figures, Airbus is activating a second A320 family line in Tianjin, China, in early 2026 and a second A321-capable line in Toulouse, France, by mid-2026. However, Pratt & Whitney’s continued inability to resolve quality issues in its metal high-pressure turbines and compressors is also holding back A320/A321 deliveries with Airbus threatening legal action if the engine OEM isn’t able to fulfill its production requirements. Airbus deliveries so far in 2026 are down 20% from its targets.

Meanwhile, Embraer (São José dos Campos, Brazil) is targeting growth toward 85 commercial regional jets in 2026 and 100 in 2027. The E2 program is showing strong sales momentum and the company closed 2025 with a record backlog driven by its commercial jets — increasing 42% year-over-year —alongside its executive/business jets, where it’s targeting 60-170 deliveries in 2026.

The company is also planning to develop a final assembly line (FAL) for its E175 aircraft as part of an enhanced MOU with Adani Defence & Aerospace (Ahmedabad, Gujarat, India). According to a February press release, Embraer estimates that India will need at least 500 regional jets with 80-146 seats over the next 20 years. Aiming to establish an ecosystem for the E175, both companies are working on opportunities in aircraft manufacturing, supply chain, aftermarket services and pilot training to support India’s Regional Transport Aircraft (RTA) program, as well as securing orders to support the proposed FAL.

Continued shift to Asia, the rise of India

 

Regional share of available seat kilometers (ASK) in airlines. Source | Airbus GMF 2025

ASK increase (left) and network densification (right) in fastest-growing markets. Source | Airbus GMF 2025

According to Airbus’ Global Market Forecast (GMF) 2025, the commercial aircraft market continues to shift toward Asia and the Middle East. In a January 2026 release, Airbus forecasts that India’s commercial fleet will triple in size to 2,250 aircraft as it becomes the third-largest civil aviation market in the world by 2035. Also reported in January 2026, Boeing’s Commercial Market Outlook (CMO) projects airlines in India and Southeast Asia will need ≈3,300 new aircraft by 2044 — 90% of which will be single-aisle jets.

A February 2026 white paper by Alton Aviation Consultancy notes that while China continues to play a dominant role, growth in Southeast Asia is increasing, led by markets such as Indonesia, Vietnam and the Philippines. The report notes Asia-Pacific also now accounts for ≈40% of global air freight demand, reflecting the increasing importance of intra‑Asia trade and Asia’s critical role in global supply chains.

In response, Boeing and Airbus are aggressively expanding their manufacturing footprint in India. In October 2025, AirInsight reported that Airbus will manufacture the H125 helicopter in the southern Indian state of Karnataka and is establishing a factory to produce the C-295 military aircraft in the western state of Gujarat with Tata Advanced Systems Ltd. (TASL, New Delhi) — the first time Airbus has deployed an aircraft’s entire production system outside its home nation. Meanwhile, Boeing signed an agreement in January 2024 for TASL to manufacture advanced composite assemblies for the 737 MAX, 777X (now scheduled to enter service in 2027) and 787. The parts will be made in TASL’s advanced composites manufacturing facilities in Bengaluru and Nagpur and add to ongoing production of composite floor beams for the 787 in Nagpur. Indian aviation press notes this agreement strengthens TASL’s commitment to become a premier supplier of composite aerostructures.

The Tata Boeing Aerospace Ltd. (TBAL, Hyderabad, Telangana) joint venture was established in 2021 and employs more than 900 engineers and technicians. It produces various secondary structures, shipped its first vertical fin structures for the 737 family in 2023 and has delivered 300 AH-64 Apache attack helicopter fuselages. The facility has also added a new production line for 737 fan cowl assemblies operating in coordination with the Nagpur and Bengaluru facilities.

According to an Economic Times report in February 2026, Boeing aims to make India its largest foreign supplier base — it has more than 325 Indian suppliers of parts and services worth $1.25 billion — while Airbus is aiming to increase its part sourcing in India from $1.4 to $2 billion annually. It is worth noting that India is also increasing its defense spending, now ranking fourth behind the U.S., China and Russia. This will also drive growth in its domestic aerocomposites production capacity.

Commercial vs defense outlook

Aerostructures — as compared to components in engines and interiors — comprise most of the composites value in the combined civil and military aerospace market. This was explained in a presentation given at CW’s Carbon Fiber conference 2025 by Collin Heller, vice president of Counterpoint Market Intelligence. He also noted that the majority of that value resides in commercial/civil aircraft as compared to military/defense platforms (see graphs below).

Aerospace composites market by value (2024) Source | Counterpoint Market Intelligence

Although the commercial sector is expected to maintain the majority market share for aerocomposites, recent growth in spending for military airframes should result in an increased market share for military aerocomposites.  According to a January 2026 article, Forecast International expects global defense spending  to reach $2.6 trillion by the end of 2026 — an 8.1% increase over 2025 — and $2.9 trillion by the end of the decade.

Composites in defense airframes are being driven by unmanned aerial systems (UAS), including millions of attritable drones as well as medium-altitude long-endurance (MALE) UAS, collaborative combat aircraft (CCA) and stealth UAS/unmanned combat aerial vehicles (UCAV). More traditional aircraft include the F-35 (global rate of 150/year), B-21 Raider (ramp through late 2020s), Next-Gen Air Dominance (NGAD) and European/Japanese programs entering LRIP by 2030. Military rotorcraft round out the list, including next-gen and uncrewed variants. All of these platforms rely on composites for lightweight, high structural performance and in many cases, stealth.

Richard Aboulafia, managing director of Aerodynamic Advisory, points out that the aerospace market is experiencing a simultaneous civil and military upturn that was previously rare. A February 2026 article by RedChalk Group goes further: The aerospace and defense industry is experiencing fundamental change — the rules of 30 years are being rewritten. Supply chains once optimized for cost now represent weak links and technology is moving faster than acquisition processes can adapt. While defense spending surges, commercial backlogs stretch to 11 years. Continued attrition and shortages in critical labor positions are colliding with tariffs and geopolitical instability to create a very difficult situation for global supply chains.

Both commercial and defense sectors want more airframes than these supply chains can deliver. In an October 2025 presentation, AeroDynamic Advisory emphasized that the issues here are structural, including materials and parts shortages, lack of supplier investment, weak supplier business models, understaffed regulators and constantly changing tariffs. The RedChalk article asserts that a successful path forward will require leveraging technology, including additive manufacturing for adaptability and freedom from retooling, digitization to increase productivity by the 30-40% now required and new digital tools — including AI — to dramatically compress development cycles for materials, components and airframes.

Blended wing body aircraft

As Airbus and Boeing struggle to keep pace with airline demand, two companies have emerged aiming to fill the gap in aircraft deliveries but also in sustainability via new blended wing body (BWB) aircraft. JetZero (Long Beach, Calif., U.S.) and Natilus (San Diego, Calif., U.S.) are both developing and commercializing aircraft which will feature carbon fiber composite fuselage and wings but in designs that eliminate the tubular fuselage-to-wing joint of traditional aircraft while enabling the entire fuselage to produce lift, resulting in a more aerodynamic structure with less drag as well as improved structural efficiency and significant weight savings. Both aircraft are targeting 50% less fuel burn and emissions.

JetZero’s Z4 program is targeting first flight in 2027 under a U.S. Air Force program, supported by partners including Northrop Grumman’s Scaled Composites, which is building a full-scale demonstrator with major structural sections already in assembly at Mojave. The company is also advancing toward production with construction of a manufacturing facility in Greensboro, North Carolina, to start in 2026. It will produce up to 20 Z4 aircraft/month at full rate, expected by the late 2030s. United Airlines and Alaska Airlines have invested in JetZero and placed conditional orders. Other partnerships include:

• JetZero has developed a digital thread design in partnership with Siemens (Plano, Texas, U.S.) that includes fiber optic sensors embedded throughout the aircraft for monitoring its structures and systems.
• Collins Aerospace (Charlotte, N.C., U.S.) an RTX company, will design and build nacelle structures including the inlet, fan cowl and fan duct, in addition to fairings and the engine support structure.
• Hexcel (Stamford, Conn., U.S.) is advancing a strategic partnership through the Federal Aviation Administration’s (FAA) Fueling Aviation’s Sustainable Transition (FAST) program, qualifying composite materials for JetZero’s aircraft development program.

Source | JetZero

The Horizon Evo evolves into a dual-deck design, offering enhanced passenger space plus cargo yet fits into existing airport infrastructure and operations. Source | Natilus

Natilus is using its first aircraft, the Kona regional turboprop freighter, to serve as its pathfinder, having already flight tested subscale prototypes. A full-scale Kona prototype is now being manufactured, targeting to fly by 2028 with aircraft entry into service by 2030. Concurrently, Natilus’ larger Horizon Evo passenger jet is in early prototype development with a scaled demonstrator expected to fly by 2027.

Natilus has raised $28 million in Series A financing and secured more than 570 pre-orders (worth an estimated $24 billion) for Kona including by Volatus Aerospace, Astral Aviation, Aurora International, Dymond, Nolinor Aviation, Ameriflight and Flexport. SpiceJet is also a partner, helping the Horizon Evo get certified in India, with plans to purchase 100 aircraft. The newly established subsidiary Natilus India, to be headquartered in Mumbai, will help commercialize Natilus aircraft and source manufactured parts in India.

Natilus is currently working with the Indian Directorate General of Civil Aviation (DGCA) for Horizon Evo certification in India and pursuing Part 25 certification through the FAA in the U.S. In February 2026, Natilus announced that based on FAA and airline feedback, it has evolved the Horizon Evo design into a dual-deck configuration, more akin to typical tube-and-wing aircraft, with plans for entry into service by the early 2030s. For Kona, certification is per FAA Part 23 approval for general aviation (e.g., aircraft 19,000 pounds or less), a lower regulatory barrier compared to Part 25, but still typically requiring multiple years of test flights and approval processes. Natilus is also preparing for industrialization, searching for a U.S. manufacturing site and planning a 250,000-square-foot factory to produce up to 60 aircraft/year.

Business jets

In October 2025, Honeywell published its 34^th annual Global Business Aviation Outlook, which forecast that a record-setting 8,500 new business jets will be delivered over the next 10 years. With an average growth rate of 3%, 2026 deliveries are expected to be 5% higher than in 2025, with North America expected to receive roughly 70% of these over the next 3 years, comprising 62% of the global fleet. Europe follows with 14% of new jet deliveries over the next 3 years and 11% of the global business aviation fleet, while Latin American, Asia-Pacific and the Middle East & Africa come in at 7%, 5% and 3%, respectively, although Latin American comprises 15% of the global fleet.

Aircraft performance and cost are two primary drivers for buyers, with aircraft range being the single most important specification, and payload and speed also ranking near the top. Honeywell also conducted an analysis of sustainability, finding that 81% of operators believe new, more fuel-efficient aircraft and engines are worth developing. Among those who are taking proactive steps to improve sustainability, 60% are acquiring more fuel-efficient aircraft.

Composites are key in this improved performance, and are being used by the following companies reported on in 2026:

• Dassault’s Falcon 10X jet rollout is set for March 2026. (CFRP wings built in Anglet, France using Hexcel prepregs reduce weight by >400 kilograms, minimize drag and enhance the aircraft’s high-speed and long-range performance while enabling takeoff on short runways and speeds up to Mach 0.925.) 
• Cirrus G3 Vision Jet unveiling builds upon years of composites and
  safety expertise. (Features seating for seven and Mach 0.54 operating limit for faster, more efficient travel than previous models, which also use a CFRP airframe (fuselage and wings) for increased durability, cabin space and structural integrity.)
• HondaJet Echelon program passes key milestones on the way to first 2026 flight. (Uses a CFRP fuselage to facilitate laminar flow, boost efficiency by 20% and increase cabin space, while composite doors aid in reducing weight, helping achieve a nonstop transcontinental range and max Mach 0.7 cruise speed.)
• Pilatus breaks ground on fifth flagship U.S. facility in Florida. (The site will serve many functions including production of the PC-24 jet which uses GFRP and CFRP in main landing gear doors, engine cowlings and mounting flaps, wingtips and trailing edges, ducts, rear fuselage fairings and tail structures to reduce weight, increasing payload by >90 kilograms, range to 3,704 kilometers and short takeoff ability as well as aerodynamic and structural efficiency.)

Other business jets making extensive use of composites include the Dassault Falcon 8X/7X, Gulfstream G650/G700/G800, Bombardier Global 7500/8000 and Challenger 3500, and Embraer Praetor 500/600.

Meeting the demand for increased production rates

“Meeting rate” has become a key mantra in the aircraft industry, for both commercial and military programs. Many of the news stories and feature articles CW has published over the past year showcase materials and processes that demonstrate paths to increased composite part production rates.

Resin transfer molding (RTM) has been used by Airbus and multiple Tier 1 suppliers to speed parts production, such as at Spirit AeroSystems’ (now Airbus’) high-rate spoiler production line in Prestwick, Scotland and the fan blades for the LEAP engine. After years of development — see HP-RTM for serial production of aerostructures and 2-part epoxy for increased aerostructures production — CTC Stade (Stade, Germany), an Airbus Company, completed the Smart & Sustainable RTM (SAUBER) 4.0 project (2021-2023) in collaboration with Airbus Operations GmbH, which has advanced use of 2K epoxy resins to the point of qualification.

Source | Airbus, SAUBER 4.0 project

The project demonstrated RTM using 2K epoxy in multiple parts, eliminating the long cure cycles and cold storage of premixed 1K systems. New sensors and techniques for ensuring proper mixing across injection cycles and composite parts were key enablers. Further process speed was achieved by integrating induction mats into RTM tools for fast, homogeneous heating while preforms were produced using tailored fiber placement (TFP) and dry fiber placement (DFP).

Tier 1 supplier Korea Aerospace Industries (KAI, Sacheon, South Korea) also demonstrated use of liquid resin molding to produce a 4.1 × 1.5-meter curved wing skin section with integrated stringers made with resin infusion as well as a 1.2 × 0.4-meter torsion box demonstrator using same qualified RTM (SQRTM) in a 2019-2023 program. (Read more: “KAI demonstrates thermoplastic and infused structures for future airframes.”)

Thermoplastic composites (TPC) are another key pathway toward faster production of large composite structures. In a separate 2019-2023 program, KAI developed a 3-meter-tall, 2-meter-wide TPC fuselage section, including automated fiber placement (AFP) to produce the skin, continuous compression molded (CCM) stringers, stamp formed clips and compression molded window frames from recycled materials, as well as assembly using induction and resistance welding. The company has also produced a 1.5-meter-long induction welded TPC wing control surface.

Highly Loaded Thermoplastic Wing Rib demonstrator. Source | Luxembourg Institute of Science and Technology (LIST)

In its Highly Loaded Thermoplastic Wing Rib demonstrator project (2021-2025), Tier 1 supplier Daher (Nantes, France) combined advanced simulation, manufacturing and assembly techniques to demonstrate thick (up to 64 plies) TPC wing ribs for future commercial aircraft programs. Daher’s patented direct stamping process eliminates the consolidation step between layup and stamping, reducing cycle time and manufacturing cost while the patented infrared welding process developed by partner the Luxembourg Institute of Science and Technology (LIST), enables fast assembly of two L-shaped components to form the T‑shaped rib, eliminating the cost, time and logistics of rivets. The program’s achievements include:

• 22% weight reduction versus aluminum
• 15% lower assembly cost and 25% shorter production cycle versus bolted assembly
• 12.5 tons CO_₂ saved per rib over an aircraft’s lifetime
• Full recyclability thanks to thermoplastic materials.

Greene Tweed has developed a TPC vane using a co-molded metal leading edge and fast-cycle process enabling 10,000 parts/year. Source | Greene Tweed

In October 2025, Greene Tweed (Kulpsville, Pa., U.S.) announced a 10-year agreement with one of the world’s largest commercial engine manufacturers to supply more than 50 custom parts made with its Xycomp DLF TPC material. Described as discontinuous long fiber (DLF), the material comprises chopped aerospace-grade prepreg tapes of carbon fiber-reinforced PEEK, PEKK or PEI which is compression molded using a proprietary process. The company has also now developed a TPC stator vane/engine guide vane, targeting a weight savings of 4 kilograms per engine. The company modified its HyFusion hybrid compression and injection molding process to meet a high production volume of 60 blades per engine for multiple engines per aircraft. The new process, call ColdFusion, enables cycle times of 20 minutes or less, enabling 10,000 parts/year using a mold with two cavities. (Read: “Cutting engine weight via thermoplastic composite guide vanes.”)

Increased automation and digitization is another key vector being used to significantly improve productivity in the composites supply chain. Examples CW reported on over the past year include the examples below.

Wichita State University’s (WSU, Kan., U.S.) National Institute for Aviation Research (NIAR) shows how its ATLAS lab leverages fiber patch placement (FPP) to replace hand layup in complex geometry applications featuring conical transitions, steps and convex /concave features — think fairings, antenna domes, nacelle inlets and sandwich structures with chamfer transitions. ATLAS demonstrates how its 10-axis Samba Pro system by Cevotec (Munich, Germany) — featuring an ultra-fast Scara pick-and-place robot and a six-axis tool manipulator — can be used to speed production via patch-based laminates that maintain fiber orientation and achieve thickness build-up at rates being targeted by current and future programs. (Read: “NIAR video documents how FPP advanced aerocomposites manufacturing.”)

As Hill Helicopters (Stafford, U.K.) developed its HX50 helicopter, production of the composite main rotor blades had to meet a rate of 12 rotors/day while achieving a lightweight, robust structure with a narrow safe band of natural frequencies and minimizing manufacturing-induced variability. To do this, it replaced traditional multistep processes (separately manufactured spars are bonded to skins, foam cores are adhesively attached, and erosion shields are mechanically fastened as a final step) with a one-shot compression molding process that creates the entire blade structure in a single cure cycle.

Syensqo’s end-to-end double diaphragm forming (DDF) system. Source | Syensqo

Bell Textron Inc. (Fort Worth, Texas, U.S.) has qualified and industrialized Syensqo’s (Alpharetta, Ga., U.S.) patented double diaphragm forming (DDF) process and fast-cure Cycom EP 2750 aerospace prepreg to automate processing for high-rate, high-volume composite parts. Benefits include reduced operational costs, waste, energy consumption and emissions while using DDF has enabled Bell to remove small- to medium-size parts from the autoclave, maximizing that equipment for larger parts instead.

Automated Ply Placement (APP) technology. Source | Airborne

Airbus Helicopters (Marignane, France) is boosting production at its Le Bourget factory, which makes composite blades and hub structures for all Airbus helicopter models, by implementing Airborne’s (The Hague, Netherlands) Automated Ply Placement (APP) and Kit by Light (KBL) technologies. APP is already used by Airbus Commercial for its A350 widebody aircraft program, automating the layup process for prepreg and dry fiber (read “Modular, robotic cells enable high-rate RTM using any material format”). New features for part size, layup and quality inspection will be added for Airbus Helicopters. KBL is already used at the Airbus Helicopters plant in Donauwörth, Germany. Building on that experience, the system will be implemented in the Le Bourget factory to reduce material waste and increase output. Airborne is also working to implement APP and KBL at FIDAMC, the renowned composites technocenter in Madrid, Spain.

Spanish research center Ideko (Elgoibar) has helped to automate milling, drilling and trimming of carbon fiber composite parts in the ROBOCOMP project to boost efficiency and reduce energy consumption. Ideko worked to add intelligence and increased robot precision through improved mechatronics, system calibration and autonomous operation. Artificial vision systems and sensors are connected to a digital system that enables real-time process monitoring and analysis, identifying possible errors or deviations to ensure part quality and prevent rework.

Fibreline system for high-rate preforming. Source | Loop Technology

Loop Technology’s (Dorchester, U.K.) Fibreline system for high-rate preforming, now combined with Zünd’s (Oak Creek, Wis., U.S.) largest-ever digital cutting system, the Aero Q-Line, to achieve deposition rates of 200 kg/hr and higher, far beyond traditional manual layup and AFP/ATL, according to Loop.

Source | Bespline, Curve Works

Bespline (Sherbrooke, QC, Canada) and Curve Works Holding (Alphen aan den Rijn, Netherlands) have jointly acquired the intellectual property (IP) and assets of Adapa A/S (Aalborg). Through jointly aligned operations, Addcomp in the Americas and Morphing Technologies in Europe will release a redesigned generation of digitally reconfigurable mold systems beginning in 2026 and support clients to expand the technology globally, including in aerospace composite parts production and next-gen manufacturing solutions. The technology uses a single digital molding system able to reconfigure in minutes to produce a variety of complex-shaped using processes including resin infusion, AFP preforming and thermoforming.

Thin-ply prepregs have been used for decades to make composite structures lighter and tougher, including increasing impact resistance. Recent advancements include work by Airbus Helicopters, Fraunhofer IGCV and Technische Universität Dresden (TU Dresden) within the NATURE project to develop an innovative construction method based on thin-walled shell structures with pseudo hollow-profile stiffeners enabling significant mass savings without compromising mechanical integrity. The consortium used a carbon fiber-reinforced LMPAEK thermoplastic polymer (Victrex, Clevelys, U.K.) prepreg made by Fukuvi Chemical Industry Co. Ltd. (Fukui, Japan), weighing only 36 gsm with a 45-micron thickness.

In a separate project, Airbus worked with AFP technology supplier MTorres (Torres de Elorz, Navarra, Spain) to address technical challenges when using thin-ply materials, enabling precise, defect-free laminates in closed/complex geometries for even lighter, more efficient high-performance composite structures. MTorres redesigned its AFP heads to maintain tow integrity, placement accuracy and process temperature control while the TorFiber CAM software now allows engineers to generate complex layup strategies with precise control automatically and with greater agility. This streamlines the programming process and reduces the time required to prepare such layups, making AFP more scalable for higher-volume and increased-rate production.

Bonding and fastening are also being transformed. Bonded fastener technology supplier Click Bond (Carson City, Nev., U.S.) has launched its Digital Solutions, which use extended reality (XR) platforms to eliminate layout steps and physical templates, speeding installation, as well as real-time inspection to verify fastener placement to tolerances as tight as 1 millimeter. The technology also automatically logs installation records for digital traceability. In a pilot program, Vertical Aerospace (Bristol, U.K.) implemented Click Bond’s XR-guided installation, eliminating previous manual tasks and reducing the 3 weeks scheduled for one assembly to just 5 days (read: “Bonded fastening meets the digital factory”).

Click Bond has also acquired Brighton Science (Cincinnati, Ohio, U.S.), which will continue to operate independently, but further augment faster composites production by using its 2-second surface measurements and digital framework to help manufacturers achieve reliable, predictable bond quality for adhesive bonding, coating, sealing and painting operations (read: “Advancing bonding, coating and sealing to 4.0 systems for composites, metals and more”).

“Together, our companies will deliver new innovations for advanced manufacturing,” says Brighton Science CEO, Andy Reeher. “It’s crucial to exert process control that actually achieves speed without sacrificing quality or increasing cost. Companies no longer have time to repeat and redo cleaning, surface prep or application operations critical during aerostructures assembly.”

Civil UAS (UAV)/drone market

 

Source | The Teal Group

Per its annual report released in January 2026, the Teal Group forecasts the global market for recreational and commercial drones will double by 2034, with a 6.8% CAGR, but with a peak expansion for most sectors around 2029 as the technology matures and acquisition moves from end users to service providers.

The 822,039 drones now registered in the U.S. are split 53/46 commercial versus recreational use, changing from 50/50 in 2025 while registrations fell 3%. The study expects this split to widen as consumer demand continues to fall while cost of commercial systems continues to rise. The split in aircraft production value at the end of the 10-year forecast is 87% commercial and only 10% consumer systems.

While commercial markets are developing at very different rates globally, depending on whether regulations have been established, commercial UAS are moving to a service-based market with drone acquisition for inspections in energy and agriculture transitioning from end users to service providers. Thus, the number of UAS customers will decrease but each will buy more drones. A second important factor is the move from expansion to replacement, meaning total fleets will not continue to grow in the out years. These trends are why Teal forecasts 8% CAGR versus the 30-40% from other analysts.

Drone and component producers using composites

Acceligence Ltd. (Cyprus, Greece, U.K.) is demonstrating how renewable composite materials and digital twins can transform UAVs.

Aerodine Composites (U.S.) has expanded its composite propeller capabilities for UAS.

Autel Robotics (China/U.S.) employs rigid composites for foldable commercial drones.

DJI (China) uses high-performance materials including carbon fiber for frames in enterprise-level drones.

Flyber (U.K.) uses prepreg without autoclave or extensive curing cycles, enabling on-demand CFRP propeller production via its modular, scalable manufacturing cells.

Freefly Systems (U.S.) is known for using carbon fiber composites in industrial drones like the Alta X.

Mejzlik Propellers (Czech Republic) has added a higher-rate compression molding line for its commercial drone composite propellers.

Parrot (France) incorporates carbon fiber and technical plastics.

Drones from Uavos (top) and Acceligence (bottom) use composites in rotor blades and other structures, while the AMRC (Sheffield, U.K.) has used TFP to create a UAV wing structure (right). Source | Uavos, Accelgience, AMRC

Piasecki Aircraft (U.S.) uses a carbon fiber composite shell in its Kargo and Kargo II medium-lift UAVs for commercial and military applications.

Skydio (U.S.) produces drones using composites from Arris.

Uavos (U.S., Spain) uses carbon fiber prepreg for main rotor blades.

Advanced air mobility/eVTOL

According to a January 2026 article in Advanced Air Mobility International, 2026 is set to be a pivotal year, laying the groundwork for more robust operations expected in 2027-2030 and marking the transition from demonstrations to the first structured commercial routes. While the advanced air mobility (AAM) market won’t reach full commercial maturity in 2026, OEMs are working hard to achieve critical technical, regulatory and operational milestones that should achieve real progress toward widespread adoption.

Joby Aviation Inc. and Archer Aviation are expected to make notable progress in type certification (TC) with the FAA, potentially progressing toward limited commercial passenger routes with airlines and mobility operators. In Europe, Vertical Aerospace continues its certification activity with the U.K. Civil Aviation Authority (CAA) and EASA.

Eve Air Mobility, backed by Embraer, is advancing toward 2027 certification and entry into service with test flights currently underway for Brazil’s ANAC (National Civil Aviation Agency) while conducting a concurrent validation process with the FAA and collaborating with EASA in Europe. China’s EHang is already operating under a limited autonomous passenger certification within the region, and may expand its certified routes in 2026, achieving one of the earliest routine autonomous eVTOL operations worldwide. (Read: “EHang posts record Q4 revenue” and “deepens Hefei partnership for VT35 long-range eVTOL.”)

AAM orders as of March 2026. Source | AAM Reality Index, © SMG Consulting 2026

Perhaps the best resource for understanding this market is the AAM Reality Index compiled by SMG Consulting, which not only ranks each market entrant on a 0 to 10 scale, but also tracks their funding, likelihood of achieving targeted entry into service and aircraft orders by type and country.

Joby

A propeller blade at Joby’s Dayton, Ohio facility. Source | Joby Aviation

In October 2025, Joby Aviation (Santa Cruz, Calif., U.S.) began manufacturing composite propeller blades at its Dayton, Ohio facility, which will eventually support production of up to 500 aircraft/year.

In November, the General Authority of Civil Aviation (GACA, Riyadh) announced it will use FAA certification standards to create a streamlined approval process for Joby’s aircraft in Saudi Arabia. That month also saw Joby successfully complete a landmark flight test in the UAE, where it added another three vertiports to Dubai’s electric air taxi network.

In December 2025, Joby announced plans to double its U.S. manufacturing capacity and signed an agreement in January 2026 to acquire a second manufacturing facility in Dayton. Operations in the 700,000-square-foot facility are targeted to start in 2026.  It complements Joby’s existing production facilities in California and Ohio, and will support production up to four aircraft/month in 2027 with space for future growth.

Joby began flight testing its first FAA-conforming aircraft for type inspection authorization (TIA) in March 2026, paving the way for FAA pilots to conduct required TIA testing. This was announced days after the U.S. government cleared the way for mature designs like Joby’s to begin early operations as part of the eVTOL Integration Pilot Program (eIPP) which could significantly accelerate Joby’s path to commercial service. The company made further announcements in March 2026, including that it expects to carry its first passengers in Dubai in 2026.

Archer

The Midnight eVTOL completes a 55-mile flight at speeds exceeding 126 miles per hour. Source | Archer Aviation

In May 2025, Archer Aviation (Santa Clara, Calif., U.S.) announced it was selected as the official air taxi provider of the Los Angeles 2028 Olympics, using its Midnight piloted eVTOL designed to carry up to four passengers.

In June, it announced raising an additional $850 million in funding and two acquisitions in August, aimed at accelerating development of its next-generation defense aircraft in partnership with Anduril (Costa Mesa, Calif., U.S.). The company reported in October 2025 that its partner Soracle (Tokyo, Japan) will lead establishment of air taxi services in Osaka Prefecture. Archer also acquired Lilium GmbH’s (Munich, Germany) portfolio of ≈300 patent assets, including key innovations in high-voltage systems, battery management, aircraft design, flight controls, electric engines, propellers and ducted fans.

In November 2025, Archer signed an agreement with key partners to build the foundational framework for planned eVTOL operations in Saudi Arabia. In February 2026, it selected Bristol as the home of its UK Engineering Hub, which will support advanced engineering initiatives across both its commercial and defense programs, and confirmed in March 2026 that it will continue to expand its piloted Midnight fleet through 2026, targeting first passenger flights later in the year. Archer is also on track for piloted Midnight aircraft operations in the UAE.

Beta Technologies

All-electric Alia CX300 flies as part of Test Arena for scaling AAM in Norway. Source | Beta Technologies

Beta Technologies (S. Burlington, Vt., U.S.) is commercializing its family of Alia aircraft, comprising its Alia VTOL as well as Alia conventional takeoff and landing aircraft (CTOL), and deploying a network of more than 100 charging sites across the U.S. and Canada with 57 already active. At the end of 2025, Beta had a commercial aircraft backlog of 891 aircraft worth approximately $3.5 billion, including 289 firm orders and 602 options. Beta has also been selected to supply electric pusher motors to Eve Air Mobility, a 10-year opportunity worth up to $1 billion. In November 2025, the company raised more than $1 billion in a U.S. IPO and hit 100,000 nautical miles flown in three continents and 10 countries in December.

Source | GE Aerospace

In March 2026, Surf Air Mobility signed a firm order for 25 of Beta’s all- electric Alia CTOL aircraft with options for 75 additional aircraft. The aircraft will be introduced into Surf Air Mobility’s platform for regional operations. In its March 2026 financial results, Beta noted continued building of its relationships with leaders in aerospace and defense, including GE Aerospace, General Dynamics and Eve Air Mobility. Beta has also received more than $4 million of project funding through a contract with U.S. Army Combat Capabilities Development Command for Alia CTOL aircraft built to advance autonomous flight. The company also expects to deploy its aircraft through the eIPP, including in Utah’s uFLY project.

Eve Air Mobility

Source | Eve Air Mobility

In February 2026, Eve Air Mobility (São José dos Campos, Brazil) announced it completed the first flight of its uncrewed full-scale eVTOL prototype and secured $150 million in financing to accelerate certification and commercialization. Eve plans for multiple flights in 2026 and will manufacture six conforming prototypes for certification flight test campaign. It has ≈2,900 potential orders from 30+ customers in 13 countries valued at more than $8 billion. The company is converting these to firm orders, including up to 100 aircraft each for Bristow and SkyWest.

Vertical Aerospace

Announced in 2025, Vertical Aerospace (Bristol, U.K.) has reportedly secured roughly 1,500 pre-orders for its piloted Valo eVTOL aircraft, designed for four to six passengers, with customers across four continents, including American Airlines, Avolon, Bristow, GOL and Japan Airlines. Recent orders from JetSetGo and Heli Air Monaco support market development in India and the French Riviera.

Vertical’s full-scale VX4 prototype during piloted flight testing. Source | Vertical Aerospace

In November 2025, following 20 months of piloted flight tests, Vertical gained design organization approval (DOA) privileges from the CAA, company completed a third full-scale prototype in December 2025 and is targeting full Type Certification by 2028 with the CAA and EASA.
Vertical has formed a long-term supplier partnership with Syensqo and uses its composite materials in the VX4 prototype aircraft, reportedly integrated across the entire structure. The VX4’s airframe will be manufactured by Aciturri Aerostructures (Mirando de Ebro, Spain), supporting Vertical’s transition to full commercial production.

Vertical opens battery pack pilot production line with adjacent VEC2 facility slated for later in 2026. Source | Vertical Aerospace

Opened in Bristol in 2023, the 15,000-square-foot Vertical Energy Centre (VEC) has produced the battery systems used in the company’s piloted flight testing since 2024. In March 2026, Vertical announced that facility has been upgraded into a battery pack pilot production line with automated aerospace-grade manufacturing processes designed to support certification and production, improving efficiency, consistency and battery performance. A new 30,000-square-foot VEC2 powertrain hub facility adjacent to the existing site is expected to open later in 2026 and will triple battery production capacity. Vertical expects to supply ≈20 battery packs/aircraft over its lifetime and up to ≈45,000 battery sub-packs/year by 2035, targeting ≈40% gross margins. The company is advancing plans to expand its presence at Cotswold Airport, bringing total space to approximately 130,000 square feet. Located adjacent to the existing Flight Test Centre, this site is expected to deliver production capacity of more than 25 Valo aircraft/year.

Other AMM highlights:

• Kratos becomes exclusive U.S. manufacturer for Elroy Air Chaparral cargo VTOL.
• LIFT Aircraft initiates FAA process for Hexa eVTOL.
• Volocopter to launch European eVTOL sandbox program in 2026 featuring VoloCity, VoloXPro and optimizes eVTOL supply chain.
• RAMPF chosen to manufacture Cavorite X7 prototype eVTOL main body and North Aircraft Industries will produce Cavorite X7 VTOL composite wings.

Electrification of conventional aircraft

In addition to the AAM/eVTOL market, there is continued development toward electrification of more conventional fixed-wing aircraft (see the table and highlights below).

Source | Aura Aero

Aura Aero (Toulouse, France) launched its 11,000 square-foot facility at Embry‑Riddle Aeronautical University’s Research Park (Daytona, Fla., U.S.) in November 2025. This will serve as its U.S. headquarters and first production site. The initial production line will build the Integral family of two-seat, aerobatic-capable training aircraft, which feature a hybrid wood and carbon fiber-reinforced composite construction.

In 2028, the company plans to open a 500,000 square-foot assembly line for its 19-seater ERA regional aircraft and intends to be the world’s first hybrid-electric regional aircraft conceived to use a metal fuselage and carbon fiber composite wing. Aura Aero has partnered with Avel Robotics (Lorient, France) to design and produce the CFRP wing and other structural components. Avel has also expanded its composites production facility, integrated a third AFP robot, large industrial oven and new machining and inspection equipment. It will continue to support the industrialization of the ERA program and ramp up in production through 2026 and 2027. Aura Aero will also operate assembly lines in France.  

Current orders exceed 650 ERA aircraft, totaling more than $10.5 billion, with the U.S. accounting for one-third of these. The U.S. is also the largest training aircraft market in the world, with nearly 600 FAA-approved flight schools, more than 75,000 pilots and a growing demand for modern, cost-effective aircraft.

Bye Aerospace Inc. (Denver, Colo., U.S) is developing the eFlyer2 aircraft in partnership with Composite Approach (Redmond, Ore., U.S.), a carbon fiber composite prototyping and manufacturing company. The eFlyer series aims to disrupt the training aircraft market with reduced operating costs, high performance and zero-emission electric propulsion. “By combining our all-electric, aerodynamically efficient design with Composite Approach’s mastery of lightweight composite structures, we can demonstrate the first commercially viable all-electric aircraft to address the high costs of pilot training,” emphasizes Rod Zastrow, CEO of Bye Aerospace.

Source | Deutsche Aircraft

Deutsche Aircraft (Wessling, Germany) is developing the next generation of regional aircraft with the D328eco, a 40-seat, hybrid turboprop designed to run on up to 100% sustainable aviation fuel (SAF) but also with provision for future hybrid-electric propulsion integration. The company has chosen Aernnova (Álava, Spain) to deliver composite horizontal and vertical stabilizers for the empennage. Composites will also be used in fairings, landing gear doors and flight control movables, which will be produced by Aciturri. Construction of Deutsche Aircraft’s 62,000-square-meter final assembly facility began in 2023 and will have capacity for 48 D328eco aircraft per year. The aircraft development program is aiming for entry into service in Q4 2027.

Source | Evio Inc.

Evio Inc. (Montreal, Canada), a hybrid-electric aircraft developer backed by investment and technical support from Boeing and collaborations with RTX’s Pratt & Whitney Canada, made its public debut in December 2025 with the launch of the Evio 810. The company has 450 orders for the hybrid-electric regional aircraft, which is targeted to enter service by the early 2030s. Evio projects a demand for more than 7,500 aircraft in this category over the next 20 years thanks to more than 5,000 regional turboprops and jets requiring replacement. Although composites haven’t been explicitly detailed, CEO Michael Derman previously co-founded Angeles Composite Technologies, and the 76-seat aircraft aims for high efficiency, suggesting lightweight materials to offset battery weight will be key.

Heart Aerospace (Los Angeles, Calif., U.S.) announced its relocation from Gothenburg, Sweden in April 2025. After a successful $107 million Series B funding round in 2024 and additional $40 million investment in 2025, the company prepared for first flights of its Heart X1 prototype and continued development of its Heart X2 prototype, including batteries, actuation systems, software and hybrid-electric hardware.

Targeting 2029 for the ES-30’s entry into service, Heart Aerospace has reported 250 firm orders and 191 letters of intent, mainly from U.S. carriers like United and Mesa Airline. In September 2024, the company announced it would patent a new nacelle integration design that uses automated composite technology and significantly improves the flight characteristics of its regional hybrid-electric aircraft, the ES-30, allowing it to operate on shorter runways. It also discussed creating a state-of-the-art aircraft manufacturing process using the latest technologies in composite manufacturing and product life cycle management, building a data-driven assembly line with high repeatability, automation and nondestructive inspection.

H₂-powered aircraft

One of the more exciting developments over the last year for H₂ in aircraft propulsion was the successful filling of liquid H₂ (LH₂) composite aviation tanks by a team that includes:

• Fabrum (Christchurch, New Zealand), developer of zero-emission transition technologies, including composite LH₂ tanks.
• AMSL Aero (Sydney, Australia), developer of the Vertiia H₂-eVTOL aircraft.
• Stralis Aircraft (Brisbane, Australia), developer of high-performance, low-operating-cost H₂-electric propulsion systems.

Source | Fabrum

Fabrum designed and manufactured the advanced composite LH₂ tanks for aircraft companies AMSL Aero and Stralis Aircraft. The refueling was successfully completed at Fabrum’s dedicated LH₂ test facility at Christchurch Airport and highlighted several LH₂ technologies — including Fabrum’s triple-skin onboard tanks, featuring what is reported to be “groundbreaking” composites manufacturing techniques and the culmination of more than 20 years of R&D in cryogenics and composites. Fabrum’s LH₂ tank technology provides enhanced thermal insulation and fast refueling compared to conventional double-skin (dewar) tank designs — delivering up to 70% faster refueling times and an 80% reduction in boil-off losses.

AMSL Aero will install these tanks on its Vertiia aircraft for long-range flights, enabling it to achieve optimal range, payload and speed. In addition, Stralis Aircraft’s lightweight H₂-electric propulsion system will be powered by LH₂ from Fabrum’s cryogenic tanks, which are mounted on the wings of Stralis’ fixed-wing test aircraft. Stralis expects its H₂-electric propulsion system will enable travel up to 10 times further than battery-electric alternatives and save 20-50% on operational costs compared to fossil fuel. Its first H₂ test flight is expected to take off in Australasia within 6 months.

“Our lightweight composite tanks, together with our H₂ liquefier and refueling systems, are critical enablers for H₂-powered flight,” explains Christopher Boyle, managing director of Fabrum. “By bringing all the elements together for the first time on-site at an international airport — producing, storing and dispensing LH₂ into composite aviation tanks as a fuel — we’re proving that LH₂ technologies for aircraft are now available, and that H₂-electric flight will soon be a reality in Australasia.”

Source | ZeroAvia

The long-time leader in developing H₂ aircraft propulsion has been ZeroAvia (Kamble, U.K. and Everett, Wash., U.S.). In November 2025, it received DOA by the UK CAA, a critical milestone on its path to certifying a H₂-electric engine intended for Part 23 aircraft.

However, in February 2026, news sources reported the ZeroAvia’s funding round in December 2025 was not sufficient to sustain its previous plans. The company reduced head count by roughly 50% and adjusted its development roadmap to focus on certifying just the fuel cell system (power generation system) by 2027, delaying the full ZA600 powertrain certification by 12-24 months, and pushing out the larger ZA2000 system to the early 2030s. Work on the electric propulsion components will continue at a slower pace, while the prioritized fuel cell module is a commercial product that could generate needed revenue.

The company reported in March 2026 that it signed a deal to support the Korean Atomic Energy Research Institute (KAERI) in the development and testing of LH₂ systems for aircraft. ZeroAvia will provide design guidance and assist in a multiyear testing project using its LH₂ test facility in the U.K.

In December 2025, Jekta Switzerland (Payerne, Switzerland) announced it would move forward with a 4-5-month flight test campaign beginning in January 2026 with its second subscale PHA-ZE 100 aircraft prototype. With ≈95% of its suppliers already secured, Jekta’s end goal is the construction of its first full-scale, H₂-powered aircraft with an all-composite fuselage. The propulsion system is being developed with ZeroAvia. Jekta abandoned its initial battery-electric concepts which were unable to meet the range and payload requirements for its 19-passenger seaplane.

Source | Hycco

In November 2025, H3 Dynamics (Toulouse), a French manufacturer of H₂- electric hybrid systems for aerospace and defense, and Hycco (Toulouse), designer of a new generation of ultra-thin composite materials used in H₂ fuel cell stacks, announced a strategic alliance. The partnership aims to advance H₂-electric hybrid systems to enable long-range flights for a variety of electric aircraft: light aviation, VTOLs, helicopters, business jets, seaplanes, airships and, at a later stage, commercial aircraft. It will also support European trials of long-range drone missions (air, sea, land) where electric propulsion significantly reduces thermal and acoustic signatures.

New developments in …

Repair

RVmagnetics, Airbus collaborate on sensing mat for OOA composite aircraft repair. TLR 5-validated technology supports real-time, multi-point monitoring of cure cycles and heat distribution of aircraft structures via passive sensors. (Microwire has also been validated for sensing in cryogenic conditions.)

CompPair, Diab partnership validates healable composite sandwich structures. Collaboration has validated HealTech solutions with sandwich structures using Divinycell foam cores for applications including aircraft interior panels, aircraft fairings and radomes.

Morphing

Source | MANTA program

GKN Aerospace, partners complete MANTA program. Four morphing control surface technologies were demonstrated including thermoplastic composites, a fluid-driven trailing edge, combined flap/aileron and an air intake flap.

Composite morphing wing advances intelligent, gap-free, step-free movement. Within the morphAIR project, the DLR Institute for Lightweight Construction has completed ground testing and finalized the first HyTEM morphing wing as it prepares for flight test on its PROTEUS unmanned aircraft.

Automated NDT

Robot in FANTOM project scans a composite spar from Airbus. Source | IRT Jules Verne, FANTOM project

Flexible, automatic NDT platform for manufacturing composites. IRT Jules Verne, working with Airbus, Daher and French consortium developed a mobile robotic inspection platform that uses less space, water.

Robot CT scanning system in Ogden, Utah. Source | Omni NDE

Robotic computed laminography brings X-ray CT resolution to large composite structures. Omni NDE collaborative robots, X-ray end effectors and Voxray’s reconstruction approach enables 5-micron inspection of aerospace parts without size constraints.

Source (All Images) | Sport Dynamics Lab

Composites continue to play a huge role in the world of sport. New materials are yielding lighter, stronger, more durable and customized skis, bikes, bobsleds, surfboards, bats, rackets, golf clubs, paddles, poles, hockey sticks, helmets and shoes. Meanwhile, the pressure to improve sustainability in sports is increasing, but for manufacturers this must be balanced with performance. And that performance is not solely based on the equipment, but how the athlete interacts with it.

Sport Dynamics Lab (Andorra) brings a new approach to evaluating performance. It moves beyond standardized static tests to measure dynamic response of equipment, couples that with athlete telemetry and other sensor datasets, and applies AI to provide correlations and actionable insights. The company also creates a digital twin calibrated with this data to validate equipment performance predictions, which also speeds prototype development and evaluation.

Sport Dynamics Lab founder Alex Hunger has spent more than a decade developing and advancing this technology with brands like Mavic, Salomon and the Nidecker Group, as well as with elite professional teams.

“We help teams and manufacturers make performance decisions with evidence, combining dynamic testing, field telemetry and modeling,” he explains. “For manufacturers, we enable understanding of what is actually happening in these complex systems as well as objective comparisons that help improve product design and optimize materials. Through our patented Flexdynamics testing and ‘Empirical Digital Twin Loop’ workflow, we are turning assumptions and ‘feeling’ into accurate data that is reshaping how performance is measured and understood.” He also sees potential to expand this approach beyond sports into applications like drones, including propeller blades and wings, where dynamic response can also play a critical role in performance and durability.

Three-point bending is not enough

In the world of snowboards and skis, says Hunger, almost all manufacturers base performance evaluation largely on static stiffness and compliance. “How do I know if a snowboard is good quality and won’t break? It’s tested in three-point bending, and if the values are in a certain range, then it’s okay,” he explains. “But we’ve tested skis that have the same stiffness and when they are tested on the slopes, the athlete says, ‘This one is really good, but that one is bad.’ What they are ‘feeling’ is not a static property but dynamic behavior. We have seen that many skis with roughly the same stiffness react very differently in damping with torsion and bending.”

Sport Dynamics Lab turns dynamic behavior into data via lab test results combined with in-use telemetry from precision GPS, accelerometers and other sensors, and then uses AI tools to gain insights.

Damping is the reduction of oscillations in a system over time. In the case of sports equipment, these oscillations are caused by an input of kinetic energy and dissipated by structural material damping, although during use, other factors such as friction or aerodynamic drag may also be involved. “When a skier or snowboarder talks about responsiveness, this is actually torsional damping,” says Hunger. “We could see this clearly in a large correlation study we did with the Nidecker Group.”

He also notes a study completed with bicycle wheel and rim manufacturer Mavic. “In our testing, when comparing an aluminum wheel to a full carbon fiber composite wheel with the same design and dimensions, lateral behavior correlated more strongly with damping than with stiffness.” The lateral behavior of a wheel is critical for performance — affecting stability and handling as well as the efficient transfer of power from the rider to the bike.

“In sports, we have these beliefs that systems work in a certain way, but very few measure what these systems are actually doing in terms of physics,” says Hunger. “I'm trying to put a light on what is actually happening by collecting and analyzing data to establish correlations and enable better decisions.”

Developing the solution

Hunger has 20 years of experience in R&D. “My first jobs were as an industrial designer and engineer, developing interiors for Rolls-Royce and Aston Martin, lung capacity measurements for the medical industry and lighting with Philips. And in all this work, I was always building my own machines. For one project, I needed to do thermoforming, so I built my own vacuum forming machine and small injection molding machine.”

“Trying to develop more sustainable materials for surfboards is where I started to see the impact of vibration damping,” he continues, “and I realized that I needed to have some test methods. So, I built something like a three-point bending machine, but with an arm that flexes, so that when released quickly, the board would bounce, and I could see damping. I then developed software and was able to achieve good quality data and repeatability. That was in 2018.”

Hunger patented that technology, which is called Flexdynamics. “But it’s based on data from a real physical phenomenon during use,” he explains. “The goal is to get as close as possible to how the product is used but in a way that is accurately measurable and repeatable.”

The hardest part came next, which was understanding the physics behind the data, “especially in terms of the mathematics. As I developed the company, we also built our ability for telemetry. We have centimeter-level GNSS [global navigation satellite system, umbrella under which GPS sits] with real-time corrections, and equipment that is standard in training athletes. This data from real use is also important. For example, accelerometers on the skis or bike frame capture vibration signatures under different terrains and speeds, which show up as different frequency content. We then cross that data with what we get from the lab tests, and that enables a better understanding.”

Hunger still needed to make the whole approach work together to provide value. “We had data that was precise and helped us to understand the physics, but it had to be analyzed and visualized in a way that gives meaning.” Sport Dynamics Lab now provides a range of services, including R&D, testing and interpreting the results. “I have customers from South Africa, France and Switzerland to Asia, including sports equipment brands and OEMs to teams and individual athletes.”

How it works

A ski being tested in the Flexdynamics machine.

Hunger gives an example of evaluating a ski. “I establish where the contact points are when it’s in use and those will be the two bases that support the ski in the machine. At those grip points, it cannot move up and down, but you can move it freely otherwise. I then move the loading arm to the point where the ski binding would be located. With software, I set the arm to displace down from 2 to 30 millimeters. After it reaches this setting, it stops for less than 1 second, records how much force is applied and then releases. The ski will oscillate in response.”

Flexdynamics testing of a snowboard in torsion and test data in plots comparing torsional response (left) and other dynamic properties (right).

A sensor mounted on the machine records the oscillations at ≈240 samples/second until they stop. “The software will repeat the test until it reaches 10 trials within our set tolerance of ±1 millimeter for the initial displacement,” he explains. “After this, we typically test the tip and tail of the ski. We will then lift the arm and do a torsion test. We first record the angle with the contact point and the torsion force applied and then perform the same damping test with 10 repetitions, but with torsion applied. All the data is recorded and then analyzed using AI tools to filter the data, identify patterns and give objective feedback. My goal is to have the AI learn from the data.”  

Why torsion? “It changes the damping behavior of a ski or snowboard,” notes Hunger. “And our correlation studies show this is what the athlete feels. Flexdynamics testing without torsion showed very little correlation with the athlete’s assessments. But with our complete set of damping and torsion data, we can understand how a change in thickness, design or materials changes the performance of the equipment in use.”

First response, energy dissipation, complex systems

The products that Sport Dynamics Lab tests typically behave as underdamped systems — meaning they oscillate after disturbance and eventually settle. “In these systems the most informative features often come at the start of the response,” says Hunger. “The first rebound peak gives a simple rebound (overshoot) ratio — for example, if you displace a ski downward by 10 millimeters and it rebounds upward by 5 millimeters after release, that’s a 50% rebound ratio; if it rebounds 7 millimeters, that’s 70%.”

Flexdynamics moves beyond three-point bending to provide not only stiffness, but a complete set of damping and torsion data – including first response and damping coefficient – a kind of dynamic fingerprint for comparing materials, designs and systems.

“That first peak also tells how quickly the structure snaps back. Two skis can have the same static stiffness, but one rebounds faster. That ‘snap-back’ timing is closely related to what athletes describe as ‘pop’ or responsiveness — important, for example, for snowboard and skateboard maneuvers that require quick vertical lift and rotation.”

“Beyond the first peak, we also quantify how the oscillations decay and how much energy the system dissipates,” says Hunger. “In real equipment, this damping is often ‘effective’ damping — not only material damping, but also losses from interfaces, friction, assemblies and, for some products, the tire or binding system. To make it actionable, we extract metrics that reflect energy absorption and control, which are key properties in components like bicycle handlebars.”

Handlebars are not simple systems, comprising multiple tubes and other components, but bicycle wheels are much more complex. Hunger explains: “You have spoke tension, different materials in spokes versus rims, the rim cross-section, the tire, tire pressure and casing thickness — there are many interacting variables. Each supplier tries to isolate their part, but the rider experiences the system-level dynamic response.”

“Our approach is built for that reality,” he continues. “We combine controlled lab tests with telemetry and sensors on both the equipment and the athlete to create a profile — how excitation enters the system from the road or slope, and also from the athlete — so we can interpret the dynamics that matter during actual use.”

Simulation, end-to-end solution

FEA and simulation are used to validate performance predictions and speed prototype development and evaluation.

However, a key part of being able to predict and understand performance is augmenting Flexdynamics testing with modeling and simulation. “We are combining FEA simulations with testing to replicate the same loading conditions and boundary conditions we have in reality using a variety of simulation software programs. In static FEA, we’ve achieved ±3% agreement in controlled static cases. This means we are very close in what we model and measure. Manufacturers can bring three or 20 different constructions, and we run Flexdynamics tests and the corresponding FEA so that we can accurately characterize the material, supported by automated analysis tools. This enables what we call the Empirical Digital Twin Loop, where we can not only assess behavior but feed in changes to predict and validate new performance.”

Examples of insights provided:

• Performance tracking of new constructions, such as a program with the Nidecker Group to understand how to best match customers’ styles and meet their needs.
• Parametric studies to identify critical design features — e.g., 0.5 millimeter change in ski tip thickness significantly affects it damping (see graph below) — or effects of increasing top or bottom layers of sandwich constructions.
• Viscoelastic studies, including hysteresis of rubber used in tires as well as lateral response and behavior of foams, cellular architectures and new, non-Newtonian materials used in shoes.

Sport Dynamics Lab then visualizes this data in ways that athletes, teams and manufacturers can access online, including maps showing speed, athlete kinematics and the vibration and damping in the system. “They can then understand the performance of the product,” says Hunger, “but also how to improve in cornering, for example. These insights can also be linked to a calibrated virtual twin, so multiple metrics can be interpreted together. This approach enables comparisons as well, because you can see bicycle A versus bicycle B, and how each performs in different scenarios.”

“Thus, we are not just measuring but also modeling and integrating both into a development workflow,” he adds. “Our solution is transversal — it runs from end to end. I don’t want to give just answers from Flexdynamics testing, but also to cross with the statistical models and insights from the AI analysis.”

Evaluating bio-based and recycled materials

“This is a field that I love,” says Hunger. “I was sponsored by Entropy Resins during my work with surfboards in 2017.” Founded in 2010, Entropy was an early pioneer in bioepoxies. It was acquired in 2018 by Gougeon Brothers which produces West System and Pro-Set Epoxy. Hunger has also worked with Bcomp flax fiber reinforcements.

Data, modeling and AI-assisted analysis enable comparison of different materials in applications like the surfboards shown here, which helps ensure performance is maintained or even improved, for example, with new, more sustainable materials and processes.

“Many groups want to move from traditional composites to more eco-friendly and sustainable products,” says Hunger, noting that 5-6 years ago, adoption of bio-based epoxies was still limited. “Now, this has changed, which is really good, but I think the industry still needs time and data to build confidence in how these biocomposites perform in real parts. Data-driven testing, modeling and AI-assisted analysis can help accelerate that learning cycle and reduce trial and error.”

Hunger observes one issue, where brands or manufacturers want to improve their sustainability but don’t want to change the design. “We see that many new materials can be used, but the board may need to be a bit thicker or thinner to provide the same kind of flex. My approach is to stop trial and error in the field and first go to the lab. Let’s start with the ski or hockey stick you are already producing and establish a baseline of static and dynamic characteristics. Then we can play with different materials in prototypes. By the time you have downselected what you want to trial in the industry, you will also have data to show if they behave the same or differently in damping and torsion, and the testing then becomes final validation. This approach lowers the risk and makes it more economical to try these new materials.”

Performance metrics can be objectively compared for different brands and designs, like the snowboards shown here.

Future applications

Sport Dynamics Lab is working toward ISO-aligned procedures and certification as it envisions wider applications, including outside of sports. “My approach is closer to aerospace practices than the traditional approach in sports,” says Hunger, “but adjusted for smaller budgets and shorter timelines. I’m trying to use an approach that is affordable but still provides the data and actionable insights, and which is also flexible, because you can’t run multiyear R&D cycles on a bicycle wheel.”

The Flexdynamics machine has been adapted to test a variety of products, materials and behaviors.

“We are using the Flexdynamics machine to measure a wider range of products, materials and behaviors than ever. Previously, we focused on stiffness, rebound and damping metrics, but we have now created many different jigs, for example, to measure tires, both in free-response testing and under progressive load and pressure. This has opened the door to measuring a range of elastomeric materials, including foams and cellular architectures. We can also incorporate different machines.”

Possible future applications for Sport Dynamics Lab include structures that experience high vibration loads in drones and motorsports.  Source | Getty Images

“I would love to start working with drones, because their use is rapidly expanding, and we have to know what happens with propeller blades, wings and supports as they withstand all the dynamic loads and excitation in the system,” Hunger continues. “We also see applications in motorsport aeroelasticity — for example, passive elements that move primarily in response to aerodynamic loads rather than direct actuation. We can also measure this kind of behavior, but we are a small company, and so we advance step by step.”

“We now have experience with a wide range of products, geometries and materials, and we can build simulations that help us predict how the structure and system respond dynamically. We are trying to make sure the data we provide is as accurate as possible and genuinely useful — helping companies and teams make critical decisions. And we’re applying this methodology across cycling, snow sports and composites — turning feeling and assumed knowledge into measurable physics and objective data. Composites, by definition, are a system of components. And the equipment we optimize represents another scale of systems — where you must optimize not only the composites, but also the overall design. To succeed, you have to be able to orchestrate the system. And to do that, you need reliable data.”

Source | © DLR. All rights reserved

In the Urban Rescue project (2020-2024), the German Aerospace Center (DLR) designed, produced and crash-tested a two-seat eVTOL rotorcraft for use in emergency medical and urban rescue operations. It was designed as a flying medical response unit with a hybrid-electric system and a crash-tested carbon fiber-reinforced composite structure.

The emphasis on safety includes features such as energy-absorbing components and a reinforced cabin, proven effective in high-impact crash simulations. Built using low-waste advanced composites manufacturing and developed entirely digitally, this aircraft sets a new standard for safe and efficient emergency air mobility.

The project was led by the DLR Institute of Structures and Design in Stuttgart and included the following departments:

• Component Design and Manufacturing Technologies and Structural Integrity
• Automation and Quality Assurance in Production Technology at the Augsburg site, which is also the Augsburg Center for Lightweight Production Technology (ZLP).

The eVTOL design focused in particular on the composite underbody structure, and was cooperatively developed, designed, manufactured as a demonstrator and crash tested in a continuous interdisciplinary exchange. Project management and production was in Augsburg and the tests and the final crash test took place in Stuttgart.

Crashworthy eVTOL design focused on underbody structure

In parallel to the classic structural design for developing an airframe, a crashworthy design and the consideration of manufacturing and production aspects were also implemented and analyzed in all design phases. The crash design developed includes the airframe structure, safe battery integration and crash-absorbing seats. The aim of linking structural design, crash design and production was to develop an underbody that combines an optimized, crash-safe structural design with innovative production processes.

Manufacturing using multiple composite technologies

A demonstrator structure of the medical personnel deployment eVTOL, comprising the central underbody structure and the two main frames, was manufactured at the ZLP in Augsburg in accordance with the results of the design process. Various fiber-reinforced composite technologies were used to produce the demonstrator structure including dry fiber placement, resin transfer molding (RTM) and the out-of-autoclave (OOA) prepreg. The processes were selected depending on the respective structural requirements and served to realize reliable, lightweight component production.

Full-scale crash test validates composite underbody safety

The demonstrator with crash-optimized seats and crash-proof battery integration was installed in a test rig structure at the institute in Stuttgart. The crash concept was successfully proven in a full-scale crash test under realistic, combined horizontal-vertical impact conditions (v_z = 7.4 m/s, v_x = 4.3 m/s). The findings of the Urban Rescue project will be incorporated into future research projects on the design of eVTOL and helicopter structures.

Source | ENGEL

In collaboration with multiple partners, ENGEL (Schwertberg, Austria) has developed a scalable lightweight design for drone propeller blades combining unidirectional (UD) carbon fiber tapes with injection molding for a fully automated, high-volume process.

• Load-oriented design: Fiber tapes placed along stress paths enable maximum stiffness at minimal weight

• Integrated production: Tape placement and overmolding in one cycle deliver series-ready speeds

• Functional integration: Structural, acoustic, and mounting features combined in a single part

• Thermoplastic composites advantage: Lightweight, recyclable and suitable for mass production

Why it matters for mobility

This technology accelerates the shift from metal and thermoset composites to fiber-reinforced thermoplastic composites, enabling lighter EV structures, fewer parts and more cost-efficient high-volume composite parts production.

As composite performance meets injection-molding productivity, applications will expand rapidly across EVs, aerospace, and micro-mobility. ENGEL is helping turn advanced composites into industrial reality, opening new possibilities for scalable lightweight mobility design.

Source | ENGEL LinkedIn post

Read more about propeller blades in CW news and articles. 

Source | FACC/Delta

Based on current market forecasts, FACC (Ried im Innkreis, Austria) will continue to grow until 2030. In order to increase production rates for existing projects and to develop new customer projects, around £350 million will be invested in new technologies and the expansion of global locations by 2030.

As part of this, the company’s strategically important location in Upper Austria is being further expanded via a new high-tech, 20,000-square-meter plant in St. Martin im Innkreis, which will create new capacity for large-scale structural components for passenger aircraft, such as elevators and ailerons.

The facility will double FACC’s current production capacity for aerostructures components at this location. The investment will also involve establishing a separate research area where manufacturing processes and technologies will be developed for use in the next generation of commercial aircraft.

A total of around £120 million will be invested in this project. Construction is scheduled to begin at the end of 2026, and the new plant, which will be directly connected to the existing Plant 3, will go into operation in mid-2028. Full expansion shall be completed by the end of 2029.

“By 2030, 300 new employees will be needed for this expansion alone,” notes CEO Robert Machtlinger. “With state-of-the-art manufacturing facilities, we will continue to be a strong and innovative partner for our international customers in the production of existing projects and the next generation of passenger aircraft — for which we are already researching the technologies of the future.”

Seamless integration and optimization of existing production facilities will also further increase efficiency — alongside FACC’s highly skilled workforce at the site, this was one of the key reasons behind the decision to build the new plant in Upper Austria. The company’s existing R&D infrastructure, and extensive testing facilities at the St. Martin im Innkreis site, were also decisive factors.

In setting up its new end-to-end production facility, FACC is relying on a high degree of automation — in particular, the use of AI, automated processes and new product innovations, all of which will contribute to greater efficiency. This will be combined with planned further process optimization and novel manufacturing technologies.

Source | iCOMAT

ICOMAT (Bristol, U.K.) is opening Factory III in Dayton, Ohio, marking the company’s first manufacturing and R&D facility on U.S. soil, a decisive step in its mission to redefine composites manufacturing globally.

The 41,000-square-foot Dayton facility, located in Vandalia, will bring iCOMAT’s patented Rapid Tow Shearing (RTS) technology to the U.S. market for the first time. Factory III gives iCOMAT a full production footprint directly in this region, capable of delivering end-to-end composites manufacturing — from initial development and design through to production.

The location is deliberate. Dayton sits at the center of the U.S.’ defense manufacturing resurgence, within reach of Wright-Patterson Air Force Base and a concentration of OEMs building next-generation aircraft, drones and advanced platforms. ICOMAT’s presence here means U.S. customers get the same zero-compromise capability and speed that built the company’s reputation in the U.K. and Europe, without the friction of cross-border supply chains.

With Factory III, iCOMAT now operates a multi-continent manufacturing network spanning three Factories across the U.K. (Gloucester, Swindon) and the U.S. The expansion reinforces the company’s simple commitment: “Wherever our customers build the future, we will be there to manufacture it.”

Source | GE Aerospace

In early March, GE Aerospace (Cincinnati, Ohio, U.S.) announced plans to invest another $1 billion in its U.S. manufacturing sites and supplier base during 2026 to help accelerate engine deliveries, ramp production of parts that safely extend time between maintenance shop visits and strengthen defense production to keep pace with military demand.

The company’s second consecutive $1 billion U.S. investment will benefit sites across more than 30 communities in 17 states. GE Aerospace also plans to hire 5,000 U.S. workers, including manufacturing and engineering roles, in addition to the 5,000 people it hired in 2025 (view an interactive map of planned investments).

Since 2024, GE Aerospace has announced plans to invest more than $2.5 billion across its U.S. manufacturing sites and supplier base, including approximately $600 million in sites producing defense engines during the last 3 years. This manufacturing investment is in addition to the nearly $3 billion GE Aerospace invests annually in research and development.

The investment expands capacity at sites producing and assembling commercial and defense engines. This includes $115 million in Cincinnati, Ohio — home to GE Aerospace’s headquarters — to modernize infrastructure, increase test cell capacity and expand advanced 3D metal printing capabilities.  

Defense 

More than $275 million of the $1 billion is planned to upgrade sites producing defense engines and components, helping to strengthen the U.S. defense industrial base. Highlights include:

• $40+ million for Lynn, Massachusetts, to refresh machinery, expand test cell capacity and flexibility to meet delivery pace, and make building upgrades.
• $10 million for Madisonville, Kentucky, to invest in new machines increasing part production, inspection equipment, tooling and facility upgrades.

Commercial 

The company is expanding commercial engine production capacity, particularly the CFM LEAP engine that powers the Boeing 737 Max and Airbus A320 aircraft families. These investments will increase part production for maintenance sites, helping reduce turnaround times. Highlights include:

• $200 million to expand manufacturing capacity for LEAP high-pressure turbine durability kits that will improve time-on-wing for customers by more than two times in hot and harsh conditions. The investment also supports production of the reverse bleed system, which reduces the need for on-wing maintenance.
• $20 million for Durham, North Carolina, for specialized tooling, engine line assembly systems and building upgrades to support the increased assembly of narrowbody and widebody engines. 
• $7 million for Lafayette, Indiana, in new tools, equipment and facility upgrades that support engine assembly and increase capacity to meet 2026 narrowbody engine deliveries.

GE Aerospace is investing more than $100 million, as part of the $1 billion, in its external supplier base. These funds will provide tooling and equipment to help stabilize production schedules — critical to meeting delivery commitments. Deploying these investments alongside Flight Deck, the company’s proprietary lean operating model, already have helped improve material input by more than 40% from priority suppliers compared to 2024. This, in turn, drove commercial engine deliveries up 25% and defense engine deliveries up 30% in 2025 compared to the previous year.

Source | GE Aerospace

GE Aerospace (Cincinnati, Ohio, U.S. and Brussels, Belgium) has plans to invest more than €110 million across its European manufacturing sites in 2026 as the company seeks to expand production capacity, accelerate advanced manufacturing and strengthen delivery for customers. This plan includes plans hiring more than 1,000 new workers across Europe.

“By expanding advanced manufacturing and testing capabilities across Europe, we are better positioned to meet growing customer demand while supporting the communities and economies where we operate,” says Riccardo Procacci, president and CEO, propulsion and additive technologies at GE Aerospace.

A substantial portion of the investment will be directed toward engine test cells, advanced machining equipment, additive manufacturing (AM) expansion and upgrades to buildings and infrastructure. These enhancements will support multiple commercial narrow- and widebody engine programs, as well as military fighter jet and helicopter engines.

Investments will be made across five European countries: 

Italy: €77 million. Advanced manufacturing and testing capabilities for multiple commercial and defense engine programs. This includes new and upgraded test cells, advanced machining equipment, AM expansion and building improvements across multiple sites. 

Poland: €15 million. Advanced grinding and machining equipment, extensive welding and inspection tooling and building improvements across multiple sites.  

Czech Republic: €8 million. Precision machining and grinding systems, quality inspection technology, assembly tooling and building improvements. 

U.K.: €10 million. Upgrades to test and manufacturing equipment, expand electronics and component manufacturing capabilities and modernize building and infrastructure across multiple sites. 

Romania: €3 million. Multiple metal-cutting machines, tooling and fixtures, as well as building upgrades. 

GE Aerospace also plans to invest approximately €40 million across its maintenance, repair and overhaul (MRO) and component repair facilities in Europe. This is part of a global $1 billion investment for MRO facilities first announced in 2024. 

Parallel to its manufacturing investments, GE Aerospace is addressing the critical skills shortage in high-tech industries by investing to build a larger skilled workforce across Europe. These efforts focus on recruiting top talent and equipping today’s manufacturing workforce and future engineers through workforce training grants to vocational schools in the U.K. and Italy, reaching more than 800 students in 2026. GE Aerospace is also expanding its Next Engineers program in Warsaw, Poland, which will ultimately reach more than 4,000 students. 

“Our commitment extends beyond facilities and equipment; it is equally focused on our people. In an evolving industry, investing in skills, training and talent pipelines across Europe is not just a tactical necessity but a strategic imperative,” adds Christian Meisner, chief human resources officer (CHRO) at GE Aerospace.

The GE9X engine, which will power the new Boeing 777X commercial jet, represents GE’s most advanced design so far to use the polymer composite fan blade and case. Source | GE Aerospace

GE Aerospace (Cincinnati, Ohio, U.S.) reports that it is on the cusp of introducing its next-generation GE9X engine, which will power the Boeing 777X commercial jet. The GE9X is built on GE’s carbon fiber composite fan blade technology that has accumulated more than 300 million flight hours across multiple commercial platforms.

The GE9X, successor to the GE90, leverages decades of advancements in polymer composite fan blade and case design to reduce engine weight and improve efficiency, featuring 16 larger composite blades and a 134-inch fan diameter enabled by modern 3D design tools.

GE Aerospace first introduced polymer matrix composite fan blades on the GE90 engine in 1995, replacing heavier titanium blades to set new performance and efficiency benchmarks. These materials have been further refined and deployed on GEnx — where GE added a composite containment case in addition to the blades — and CFM LEAP engines before culminating in the GE9X design.

The widespread durability and fuel-efficiency benefits of composite fan blades have been validated in commercial service over hundreds of millions of flight hours, boosting confidence as GE9X transitions from testing to operational service on long-range aircraft.

GE Aerospace engineers say the learnings from composite development on the GE90 and other engines are also informing future demonstrator programs aimed at next-generation fuel efficiency gains, underscoring the technology’s long-term impact beyond initial GE9X service ramp.

Read the full story on GE Aerospace.

Xycomp DLF thermoplastic composites. Source | Greene Tweed

Greene Tweed (Kulpsville, Pa., U.S.), a global leader in high-performance materials and engineered components, has named Seal Dynamics (Hauppauge, N.Y., U.S.) the exclusive sales and distribution partner for its aerospace original equipment manufacturer (OEM) products in Asia and Brazil. This strategic collaboration builds on a decades-long relationship and provides new opportunities for Greene Tweed’s innovative solutions in these rapidly growing markets.  

Seal Dynamics is a subsidiary of HEICO (Hollywood, Fla., U.S.) and the world's largest technical sales distributor of aerospace components. With decades of expertise and a strong local presence in Asia and Brazil, it will connect aerospace OEMs with Greene Tweed’s high-performance solutions, including advanced sealing systems and Xycomp DLF thermoplastic composites. 

"Growth and innovation are taking place across the region, with considerable development and collaborative opportunities in Korea, Japan, China, Singapore, Australia, Taiwan and Thailand, for which Greene Tweed and Seal Dynamics are well positioned to deliver innovative, market-leading solutions.” — Joe Bidwell, director of aerospace and defense for Greene Tweed

About Greene Tweed 

Greene Tweed is a leading global manufacturer of high-performance thermoplastics, composites, seals and engineered components that offer new levels of performance and durability in the world’s harshest environments. For 160 years, it has served clients in semiconductors, oil and gas, aerospace, defense, chemical and pharmaceutical processing, and other industries where failure is not an option. Greene Tweed products are sold and distributed worldwide. 

About Seal Dynamics 

Seal Dynamics (a HEICO Company), founded in 1976 and celebrating its 50th anniversary, is a global leader in technical sales and distribution of aerospace components. It sells, stocks and distributes in excess of 100,000 products to support its global customer base, including structural, mechanical, electronic and electro-mechanical products associated with airframe, avionics and engine applications.

What does modern aerospace manufacturing actually look like? At Acutec Precision Aerospace, staying competitive means building a shop floor around automation, real-time data, and continuous improvement. This is not a traditional machine shop.

It is a next-generation manufacturing environment designed to run 24/7 with lights-out machining, lean cells, and fully integrated inspection. In this episode of the Shop Tour Series from Manufacturing Connected, we go inside Acutec’s facility to see how advanced technology and smart process design are reshaping production.

You will see how this team:

• Machines Inconel aerospace components around the clock
• Uses automation to increase throughput and reduce strain on workers
• Integrates inspection directly into the machining process
• Leverages real-time data to drive continuous improvement
• Builds a modern workforce around advanced manufacturing technology

This is what it takes to compete in aerospace manufacturing today.

Transcript:

Brent Donaldson: So what does it take to stay competitive in aerospace manufacturing today? At Acutec Precision Aerospace, the answer is relentless improvement. Here in Meadville, Pennsylvania, we're stepping inside an employee owned company that has been methodically built around continuous improvement and automation. Machines are arranged in lean cells. Operators manage multiple systems, and custom software tracks performance in real time.

When it comes to high stakes aerospace components, Acutec shows what's possible when innovation meets discipline. Want to see what that transformation looks like in real time? Stick around and find out.

Luke, we're here at Acutec, tell us a little bit about what Acutec does, how you do it, and what sets you apart from from other manufacturing facilities? 

Luke Warner: Acutec is a primarily aerospace power generation company. And what sets us apart is our people, our technology and our continuous improvement efforts through automation, in addition to digital technology, that we employ here.

Brent Donaldson: And as far as what we're about to see on this tour, this is one of how many plants that you have?

Luke Warner: This is one of four, three of which are located in Pennsylvania, and the other, the fourth, is in Saint Stephen, South Carolina.

Brent Donaldson: And how many employees total?

Luke Warner: We're right around 520 employees currently.

So this next area we're going to go into is going to be hot side, engine components. 718 Inconel. One of the things that really sets us apart is that we're machining 718 inconel 24/7 lights out. So if we look behind us here, we have a first operation in a horizontal. We have five pallets, an RPS system there.

Now the part goes on a shunk fixture and a fixture travels with the part through machining operations, rather than loading that part at every operation over and over again. We'll see that downstream. After we're out of a horizontal, we go into a ten pallet, PH150 DMG Mori, connected to a DMU 50. And then from there we're going into two DMG Mori lathes, and then into a final five axis that also has a ten pallet RPS on it as well. All of that. About 17 hours total machining time per part, across all spindles. And we're able to again, like I said, run lights out 24/7 on these.

Brent Donaldson: So how many shifts do you run?

Luke Warner: We run two shifts. Run a first shift. And then we run a third shift. So the second shift, the gap is between first and third.

Brent Donaldson: So your dad started this shop, right?

Elisabeth Smith: Yeah. He, was one of the founding investors, and he rallied, a small core team and grew that, from 1993, until 2013, from 17 people to 350 people.

Brent Donaldson: Do you remember thinking, like, do you remember having an understanding of what your dad did?

Elisabeth Smith: Not really

Brent Donaldson: Not really. No. Yeah. I don't know that.

Elisabeth Smith: I know he was stressed a lot.

Brent Donaldson: Stressed out a lot? Oh, yeah?

Elisabeth Smith: Yeah. Yeah.

Brent Donaldson: This is this is impressive. I mean, just looking around here, the guys at these stations are all pretty young.

Luke Warner: Yeah. Yeah. We have a younger workforce and, generally a happier workforce as well. They like to come, and they like to play with the technology. They like the the access to the technology. You know, sometimes you work in a machine shop where you're hunting for an unused insert edge out of a Folgers can. That's not the case here. These guys have exactly what they need when they need it, and I think that makes their jobs a little more satisfying.

Brent Donaldson: There's a lot of thought that goes into this. This doesn't just happen by accident. Oh we’re just going to slap this here. This is a good area for the monitors. 

Luke Warner: Yeah. Everything has a place, and there's a place for everything. You see, we have the 5S benches labeling. We have, sister tooling at the bottom here that maybe not be used on this job, but maybe on the next one. And again, that's that's testament to the part family strategy. So this machine being a nine axis Integrex can run anything. But we're saying we're going to put rod end parts here. So all this tooling is going to be built around cutting a rod end part instead of some of the other Integrex parts that we make that may be completely different, require different tooling.

Elisabeth Smith: I gave away 25% of the business like gave it away. Here's my thought. We had exit - Some of those original 17 people had retired. I didn't earn that, they they grew it. The people that were here before me, they earned that. I don't need any more equity in the company. So all of that original owner equity, I transferred over to the employees and the idea there is, listen, we're at the bottom of what we're going to be.

We had tremendous growth plans. 2019 was our record year. In fact, the first three months of 2020 were all record months for us. And then the bottom fell out. And so I said, all right, guys, we're going to build this back up. And you are going to benefit from the growth that you generate with this.

Luke Warner: So we automate for a lot of different reasons. Sometimes this capacity sometimes - capacity through throughput. And sometimes it's, it's, it's tasks that we don't want to waste our talented staff's time on. And sometimes it's ergonomics. So I don't have a capacity constraint for this part. I don't need this to run any more than I could have a human run it.

But we have a 60 pound billet that a human that probably doesn't want to lift several times a day, right? Into the machine. So this automation effort was designed to to kind of, you know, save employees back and allow them to go do something else, matching their skill level. So we have a little jib crane that will connect to a magnet to be able to pick the part up and swing it in. It'll load on the racking tray from the racking tray that that's as far as human has to to to go with handling a part manually. Although with the jib crane, and from there, the robot will load machine one, flip the part machine one, load machine two. And then stage the part finished, on the pallet.

Also, I do want to mention that this was in partnership with the ascend internship. Adam takes on automation interns very frequently throughout the summer. And they work through, like, a capstone project every year where this was one of those things really.

Brent Donaldson: You know, without. I've only seen what, 100 yards of the facility so far. But this is the kind of place that I would think if I was an intern, this would impress me as a modern, a modern factory, a modern machine shop. Sorry. But when you think of our our workforce issues, This seems like the kind of place that's going to get young people excited.

First of all, when we walk in the building, you have a sign up front that says CNC machinist needed. I imagine that's like a perennial sign. You just have it up all the time.

Elisabeth Smith: Absolutely.

Brent Donaldson: But what I also noticed was that the shop floor staff is pretty young. Congrats on that. Yeah. I guess what is your philosophy on, on investing back into the company and staying on top of technology and using automation to allow your staff to do cool things and not get burned out.

Elisabeth Smith: It's fun to let people explore, right? And get creative. And you have to balance that out with, you know, a return on that investment. But if you give people enough freedom to try things and hey, if that doesn't work, all right, try the next thing. What do we learn? When we have a scrap part. I always say, okay, we just invested $600 in learning something. What did we learn from that $600 investment?

Luke Warner: Jump over. I want to see a 1Factory and like what the machinist interface with. We can get that at a different work center.

Brent Donaldson: You guys use 1Factory?

Luke Warner: Yeah, we do use 1Factory.  We'll hit that up when we get down here. We'll go through how the machinist interfaces with 1Factory.

Brent Donaldson: Can I ask just real quick before we get too far, the way that you have this facility laid out. I just noticed a lot of inspection equipment right in the middle of the shop floor.

Luke Warner: Yeah, that's a great observation.

Brent Donaldson: So talk about the reason for that.

Luke Warner: Yep. So we have our in-process inspectors that live where the products are being developed. And they have their cycle count frequencies that they're hitting in real time. So that way when these parts get to final inspection, it's a visual when out the door, they're fully inspected in real time as they run. The machinist is recording in 1Factory.

The inspectors are simultaneously recording in that same 1Factory routine as they're able to work, in that same routine in different locations. So the in-process inspectors are going to be responsible for, maybe molded features, checking some radiuses and things like that. They're going to be running CMM samples, and all that's designed to keep the machinist at the machine, running and checking with the hard gauging that they've been issued.

Brent Donaldson: And all of that data and information is automatically uploaded into 1Factory like that?

Luke Warner: It is from both the Crysta-apex CMM and the Mitutoyo Mistar CMM automatically upload into 1Factory.

Brent Donaldson: That's awesome. When I first started learning about 1Factory, I met the CEO and founder of the company, and he, I just thought it was kind of an auto ballooning, platform, but it's so much more than that.

Luke Warner: It really is. Yes. So, kind of our workflow, once it goes through the planning team, the drawings get automatically bubbled. They get loaded. We create a, an inspection plan based on, risk assessment, for each feature. We have gauges loaded. So it comes to the floor, with frequencies, with, with the gauge selections, everything that the machinist needs to complete the inspection of their parts.

So we can see all in 1Factory, we get the, statistical process control, to see where we're actually running on that feature. We have control limits set. And then 1Factory is also capable of handling the sampling frequency, which is indicated to the machinist on the left, by the white and blue boxes. So they know what they're responsible for recording and what frequency of part number.

Brent Donaldson: Wow, yeah, 1Factory has really evolved. So when I did a feature on them right when they started, I have not seen any of these capabilities.

Luke Warner: What's nice about 1Factory is we do kind of have like a good, we have a good relationship with 1Factory and design influence on if we need something to do it a little different, their software developers can adapt, to that. So we've we've gone through some continuous improvement iterations with them, as well. So I don't doubt that it would look different than if you haven't seen it maybe a year ago.

Elisabeth Smith: I am, fascinated by, I guess the continually improving and, the lean manufacturing piece of that. Again, it's the combination of data and people and, and tangible results. I love seeing. Like, that's that's the thing that's so great about manufacturing that I think, genuinely, society craves because so much of our time is spent online in a digital world to see tangible results, and especially at smaller organizations where you can make a change and then see it, see the result of that within, you know, a couple days, a couple hours. That is cool.

Luke Warner: So this is a unique sell here that came remember, we talked a little bit about, capacity and throughput and solving problems for the customer. And also problems for the machinist. This involves all of those as the product is being developed here. Customer demand went from about 90 a week to 120. In order to hit 90 a week,

The machinists were working, like, 50 hours, 55 hours in some cases to make, you know, coming in on a Saturday trying to hit those numbers to satisfy the customer. So what we did was we created what's a collaborative where a human and a robot work together. So the human can run the lathe, which can over produce about 2 to 1.

The mill is a tall bar, so we automated the mill, obviously, but this will run after he goes home and before the night ship comes in. And after night shift goes home. And on the weekends, it just keeps running. Now we can hit about 130 parts a week, and they can work, 40 to 45 hours to be able to manage that.

Brent Donaldson: Wow. That's fantastic.

Luke Warner: So you can see we have a vertical and a horizontal holding configuration. There's two different there's two different pallet types. So two different operations that are running simultaneously. So we use DMUs probing software, which is Siemens based really powerful software where this pin is about 60,000 difference in height from that pin.

So it comes in and it's not just identifying, it's saying, okay, if it's this tall run that program. If it's that tall run that program. There's some logic built into it. Wow. Yeah. Yeah. So that's, you know, Adam's team and production. We work together to say what - right from the very beginning, before we even build something. What could go wrong?

What do we anticipate going wrong? We've we've had failures of imagination in the past. And we will learn from those. So every time we do a new automation effort, we have more and more what we call poka-yoke mistake proofing happening.

Elisabeth Smith: When you're really deep in the supply chain in a machine shop, oftentimes you disconnect from it's here's a widget, here's the print, here's the GDNT. What is its actual function and where is it in the world? We make a guidebook of here are the parts that we make for for these platforms. And then when you go to the, you go to the Blackhawk and, you know, the, the crew chief there, the maintenance tech who's there and, they, they're excited to see the people that make this, and they're like, oh, you make this stuff that if that's bad, I have a bad day. Well, yeah. Well, we're making sure that you have a good day.

Luke Warner: So these machines by nature are automated. So these are gantry gantry loaded NZX Machines from DMG Mori. So then to add on top of that, Adam's team has then taken automation and and merged it with DMGs automation.

Adam Dunn: This linear track or the seventh axis is the largest they've ever built. And actually we've considered adding another 12 to 14ft on it to be able to accommodate unloading this fourth machine. And that's kind of in the works. If that capacity becomes a problem, that we’ll extend this down. It basically lets it know by a switch. Hey, this part just came out.

It knows what part it's grabbing out. And it's going to go through that same series of processes no matter what the part. It's going to go through a couple dip tanks, it's going to go through a blow off. And then either depending on its register right now it's going to go to the CMM or it's going to go place it in one of its finish stations.

Brent Donaldson: This is a brilliant setup! Is part of your job, looking for other opportunities throughout the plant to systematize automation?

Adam Dunn: Absolutely. Especially the seventh axis. Once we got our feet wet and our wheels going with the seventh axis, we see a lot of opportunities, but everything comes at a price. So it's finding the right opportunity. So we rely on new work coming in to help fund new projects.

And our sales strategy is starting to look at different jobs that are well suited that we could dedicate for some fun. And as we play with robots all day.

Brent Donaldson: To folks who might not have an understanding of what happens in in machine shops and not just machine shops, but really highly automated, facilities like this. Why should they care that that, not only that manufacturing exists here, but that we have incredible capabilities at places like Acutec, that are doing amazing things with extremely highly technical equipment. Why does that matter? Why should anyone care?

Elisabeth Smith: We have a machinist who who makes chainmail, like, for fun. You know, guys who are making knives, and forging with with home forges. So the accessibility of some of that equipment for hobbies, there's a lot of that. And, the craftsmanship! If you can connect people in that way to, Okay, well, now we just scale it or we do it with even, you know, million dollar computers. I tell kids like, these are million dollar computers that cut metal. It makes it a lot more accessible and fascinating and interesting. If we approach it less from a victim mentality and more from a opportunity, like, here's the opportunity and here's the, unleashing of American creativity and, resourcefulness. I think the the better off will be.

This episode of the Shop Tour series is brought to you by Manufacturing Connected. Manufacturing connected is a digital platform from modern machine shop’s publisher, Gardner Business Media, focused on the issues shaping manufacturing. Regardless of the processes you use or the markets that you serve. That includes everything from automation and additive manufacturing to capital investment and hiring. Go to mfgconnected.com to sign up for our weekly newsletter.
In each issue, you'll get quick reads, access to in-depth interviews and useful links about the issues that matter to your business. Get connected at mfgconnected.com.

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An example of Imidetex used in satellites, as shown at the I.S.T. JEC World 2026 booth. Source | I.S.T. Corp. 

Industrial Summit Technology Corp. (I.S.T., Shiga, Japan and Parlin, N.J., U.S.) is highlighting the evolution of Imidetex, the company’s polyimide fiber introduced in 2025, into a multifunctional material platform designed for extreme environments such as space, aerospace and advanced mobility.

Precision-engineered dimensional control, negative thermal expansion behavior (negative CTE), zero outgassing and optimal vibration damping qualities open the Imidetex Composites platform to engineers designing high-precision composite structures.

The fiber can be incorporated into existing carbon or glass fiber prepreg systems — either positioned in striped patterns or used to create hybrid layered composites with controlled thermal expansion. Precisely combined with conventional, positive CTE fibers can provide new levels of dimensional stability, I.S.T. reports.

Zero-outgassing behavior. This is a critical property for materials used in vacuum environments. During composite processing, the material does not release volatile substances, even when integrated with other fibers and resins. This ensures that surrounding materials retain their original properties without interference, enabling reliable co-processing with a wide range of composite constituents.　　　　　　　　　　　　　　　　　　　　　　　　　　　　

Equally important, the finished composite remains free from gas emissions throughout its service life. This makes Imidetex particularly well suited for applications requiring very clean and stable material behavior under vacuum conditions, including space systems, semiconductor manufacturing equipment, precision optical systems and other high-performance technologies.

This property has been verified through ground testing as well as during a space exposure test of Tormed, the company’s transparent, non-reinforced polyimide film, on the International Space Station (ISS).

Vibration damping. Under identical excitation conditions with aluminum, pure CFRP and reinforced CFRP, an Imidetex-reinforced structure has been shown to reduce vibration amplitude, confirming its potential for applications where dynamic stability is critical.

Additional key features include: 

• A lower density than carbon fiber.
• Optimal radio frequency transparency when compared to glass fiber; ideal for communication-sensitive structures.
• High impact resistance for enhanced durability against repeated stress and shock events.
• Flexible integration, enabling versatile hybridization with carbon, glass or quartz fibers.

“At I.S.T, our mission is to make the impossible possible,” says Toshiko Sakane, president and CEO of I.S.T. “By combining deep expertise in polyimide chemistry with application-driven engineering, we develop materials that give designers greater freedom, multifunctional performance and reliability in the most demanding environments on Earth and in space.”

Every year JEC World provides insights into the latest technologies, processes and trends shaping the composites industry today. 
Source (All images unless otherwise noted) | CW

In March, JEC World 2026, the world’s largest composites industry event, had many highlights, but one of the standout themes this year was the emphasis on advancements in high-rate manufacturing technologies. With next-generation aerospace and defense programs demanding faster production cycles, lighter materials and scalable processes, exhibitors showcased solutions that bridge the gap between innovation and industrial reality. The following roundup highlights several examples, and while some technologies extend to other sectors like energy, automotive and maritime, the key emphasis is the broader potential of these high-rate capabilities.

This aircraft seatback demonstrator features Toray's Cetex TC1005 unidirectional tape. 

Toray Advanced Composites (Morgan Hill, Calif. U.S.) is positioning itself as a leading material supplier for high-rate production, with a strong emphasis on defense and aerospace sectors where rapid deployment is critical. At JEC World 2026, the company shared with CW its insights into how geopolitical shifts and reusable launch economics are driving demand for advanced composites in next-generation aerospace and defense programs.

Toray is poised to support the accelerating adoption of thermoplastic composites for high-rate manufacturing for defense platforms, space vehicles and future commercial aircraft. A key innovation is its TC 1225 unidirectional (UD) tape, supported by the NCAMP database that publishes design allowables across multiple processing routes like automated fiber placement (AFP), press forming and continuous compression molding. This data-driven approach shortens qualification timelines from years to months, lowers costs and enables faster fielding of drones, defense systems and satellites.

In defense and space, Toray notes emerging demand from new OEMs with automotive or tech backgrounds, pushing for rapid-turn solutions over traditional qualification cycles. This aligns with high-rate needs for reusable launch vehicles and LEO constellations, where composites volumes are ramping up — especially in defense space programs expected to surge in the next 2–3 years.

Ancillary to aerospace/defense, Toray's technologies support high-rate energy applications, such as composite tanks for hydrogen and advanced cable cores for power transmission, hedging across electrification, nuclear, and fossil fuels. New products like its Cetex TC1005, a cost-effective carbon/PEI thermoplastic tape, target interiors and industrial uses. Toray also signals ongoing involvement in eVTOL and high-performance automotive.

Web Industries is focused on enabling high-volume, efficient production in converging markets including converging markets — commercial aerospace, defense, UAVs, eVTOL and space.

Web Industries Inc. (Marlborough, Mass., U.S.) also highlighted technologies that support high-rate production efforts, particularly in aerospace and defense programs. According to CEO John Madej, the aim is to improve throughput with minimal labor and space, addressing demographic shifts toward automation.

Key innovations include next-generation slitting technology for slit tape and wider pad formats, delivering up to 2x throughput gains, reduced floor space and reduced labor intensity. The approach is tailored for high-rate aircraft production lines, where primes demand systems for next-gen platforms.

Material utilization is another pillar, with strategies to approach 100% buy-to-fly ratios through advanced splicing, yield maximization and repurposing scrap into chopped flake materials for new processes. This supports sustainability in high-rate defense applications like drones/UAVs, missile systems and rising helicopter build rates, as well as early planning for a new U.S. fighter program.

In defense, Web supplies slit tape for automated processes and ply kits for layup, handling diverse materials at scale. Ancillary sectors like eVTOL/urban air mobility and space add to the high-rate mix, with multi-layer insulation (MLI) and soft goods for satellites and reusable vehicles. Madej highlights how these converging markets — commercial aerospace, defense, UAVs, eVTOL and space — rely on composites, positioning Web’s technologies as essential for high-volume, efficient production.

Compared to traditional tooling, Cannon’s Nexus composite molds reduce weight, thermal inertia and energy use by 60–70%.

Cannon (Caronno Pertusella, Italy) showcased several composite-processing technologies at JEC World 2026, all designed to enable high-rate production in aerospace and defense. The company’s solutions focus on closed-loop control and automation to meet the demands of next-gen programs, supporting both thermoset and thermoplastic strategies.

Cannon’s Dynamic Overpacking System (DOS) enhances high-pressure resin transfer molding (HP-RTM) with closed-loop pressure control, reducing voids and protecting inserts while maintaining performance — ideal for high-rate aerospace structures. Its Triple Vacuum Frame (TVF) automates prepreg handling, minimizing contamination and enabling complex shapes without separate preforming, streamlining defense applications like armor and vehicle components.

Cannon’s Nexus composite molds replace traditional tooling, cutting weight, thermal inertia and energy use by 60–70%, allowing faster heating and precise zoning for high-volume runs. These innovations position the company for civil aerospace while addressing growing defense needs for scalable production in ballistics, protective systems and other high-rate applications.

This composite aerospace lamination tool was produced with robotic LFAM using polycarbonate and 20% carbon fiber. 

Italian innovator Caracol (Milan, Italy), demonstrated its Heron AM platform live, printing functional composite parts to highlight high-rate large scale additive manufacturing (LFAM) for aerospace and defense. The company focuses on qualified, deployed technologies that transform production across transportation, with a strong dual-use emphasis bridging civil and defense needs.

The platform, integrated with heated beds, deposits thermoplastic and composite materials at scale, blurring lines between prototyping and high-rate production. Aerospace applications, comprising 20% of business, center on lightweight carbon fiber lamination molds for rocket nozzles and tooling that outperform metal alternatives in speed — paving the way for structural composites in flight.

Drones and autonomous platforms are a key focus, accelerating the shift to end-use parts in defense, with confidential programs pushing high-performance boundaries. Trends like dual-use convergence, automation and AI-driven digitalization support high-rate needs, integrating AM into connected factories for quality and optimization.

Ancillary sectors demonstrate broader capabilities: maritime (10% of business) features qualified structural hulls and hybrid overwrapped parts for yachts, while land applications (10–15%) include rail exteriors like a thermoplastic train cover developed by Alstrom and automotive prototypes with partners like BMW.

Demgy is investing in interior aerospace parts made with biosourced composites.
Source | Demgy

As a tier-one supplier for Airbus and Boeing cabin interiors, Demgy Group (Saint-Aubin-sur-Gaillon, France) leverages its “Press & Make” offering for short-cycle, recyclable thermoplastics that enable lightweighting and robust performance.

Focusing on aerostructures and semi-structural components, Demgy’s processes produce complex parts using high-performance materials like carbon-reinforced PEEK and PPS, as seen in A350 clips. The company’s approach integrates injection molding, thermoforming/stamping, additive manufacturing with continuous fiber, precision machining and metalization for EMI shielding — delivering an array of solutions for high-rate production.

This integrated approach translates automotive high-volume expertise into aerospace, supporting faster cycles for future aircraft. Investments in sustainable options like flax fiber with biosourced PA11 add greener elements for interiors.

While primarily aerospace-oriented, Demgy’s technologies have ancillary applications in industrial sectors, but the emphasis is on enabling high-rate, efficient manufacturing for next-gen aerospace and potential defense extensions through lightweight, functional composites.

Source | Kilometro Rosso, Petroceramics, CIRA

Kilometro Rosso is a leading Italian innovation district and science-technology park in Bergamo, Italy. Famous for its 1-kilometer-long red wall along the A4 motorway, the large open innovation campus was inaugurated in 2009 and acts as a hub for industrial research and high-tech manufacturing, hosting more than 80 resident partners. Its lead and anchor tenant is the 28,000-square-meter Brembo Technical Center for brake research, production and testing which has also served to advance serial production of ceramic matrix composite (CMC) brakes and components.

Petroceramics (Stezzano, Italy), located adjacent to the Brembo Technical Center, was also one of Kilometro Rosso’s first tenants as a spin-off from the University of Milan. It has now progressed into a leader in CMC technology, championed by Kilometro Rosso as demonstrating how "deep tech" research can translate into a solid competitive advantage within the global space economy.

Applying its years of CMC experience and expertise, Petroceramics has developed components that can enable launcher exhaust nozzles. These high-tech panels resist temperatures up to 3,000°C without deforming or decomposing. Kilometro Rosso reports the strategic pillars of this innovative SME include:

• Intellectual property: A portfolio of more than 30 patents focused on high temperature performance.
• Diversification: Applications from automotive brakes to a variety of parts for major players in the space industry.
• Scale-up: The vital development of industrial processes, supported by know-how and partners such as Brembo.

Kilometro Rosso reports this type of success demonstrates how this ecosystem is an enabler for transforming materials and process innovations into industrial realities capable of competing on a global scale.

Source | Getty Images

IGCS International (Dallas, Texas, U.S.) a CVE-certified, service-disabled veteran-owned small business (SDVOSB) and provider of mission support and MRO supplies to the U.S. Department of Defense (DoD) and federal agencies, has announced that Lacks Enterprises (Grand Rapids, Mich., U.S.) has acquired an equity stake in the company.

Founded in 1961, Lacks Enterprises is a family-owned advanced manufacturer with more than six decades of expertise in polymer chemistry, chrome plating on plastics, injection molding, metal finishing and high-performance composites. The company’s Lacks Carbon Fiber division produces ultra-lightweight, two-piece carbon fiber wheels and components — capabilities now positioned to benefit aerospace and government applications.

The strategic investment combines IGCS International’s expertise in government supply chain alignment, logistics and MRO solutions — including multiple multi-million dollar BPAs, IDIQs and other contract vehicles with the Defense Logistics Agency (DLA), U.S. Air Force and U.S. Army commands — with Lacks Enterprises’ advanced manufacturing capabilities. Together, the companies will introduce high-performance automotive technologies, including electroplating, injection molding, composites and innovative lightweight materials to aerospace, defense and broader government sectors.

The partnership will focus on expanding the availability of lightweight composite technologies, advanced materials and integrated supply chain solutions to enhance mission readiness, reduce weight, improve performance and better support the DoD and other federal agencies.

Source | Wang Bing, China Academy of Launch Vehicle Technology

The China Academy of Launch Vehicle Technology (CALT, Beijing, China) has produced its first 5-meter-diameter composite propulsion cabin. This power module is the largest single-piece composite structure produced in China for reusable launch vehicle applications.

The module uses more than 60% composite materials, with a lightweight structure featuring wall panels capable of withstanding thousands of tons of axial pressure loads, and also features an adaptive adjustment interface.

This structure was completed in just 7 months from design to product delivery. CALT reports that the R&D team adopted a highly parallel and collaborative approach in the development of the power compartment structure, overcoming challenges such as high-precision and high-quality manufacturing of this new large-size composite structure.

This achievement plays a vital role in promoting the high-quality development of China's aerospace industry, says Wang Guohui, party secretary of the CALT. He expects the success of subsequent flight missions, and emphasized that, based on previous work, the team should stay focused on the goals, accelerate the progress of subsequent missions, push the technological level to a new level, and continue to take effective measures to steadily achieve large-scale production.

The original source, a posting from CALT, is available from SAMPE China.

This post is courtesy of the CompositesWorld and SAMPE China Insights media partnership. 

LK Metrology’s advanced ceramic materials for the beam and spindle guideways, which provide a high stiffness-to-weight ratio, have been combined with a robust structure for consistent accuracy and repeatable results down to 3 μm. Low gap, high-efficiency air bearings and drive systems provide high quality and low maintenance.

The Maxima series offers what the company says is the largest measurement volume on the market, from 12-72 m³, of any CMM with a granite table. The series is designed to maintain performance even when supporting the heaviest workpieces. Included in the range are 28 models in six table lengths from 3-8 m and seven variants of bridge cross section up to 3 m.

The Maxima R range features a twin-rail design engineered for heavyweight workpieces. The structure enables safe and efficient loading of heavy components on the floor and seamless integration with automated transfer systems. A key advantage of these models is that the design eliminates the need for specialized foundations while offering stability, simplified installation and cost efficiency. The Maxima R is available in the same range of sizes as the table-type models.

Both CMM product lines are equipped with an LK controller and are available in several configurations: either probe-ready for tactile inspection and laser scanning using a PH10MQ Plus multisensor indexing probe head with autojoint, or in a ScanTek configuration with a multisensor Revo2 head to provide five-axis scanning, or with an SP80 fixed scanning head with probe builds up to 1 m. The PH10MQ-ready models feature a multiwire cable that supports both SLK and L/LC/XC laser scanner technologies, eliminating the need for a separate probe-ready configuration for each type.

Join Manufacturing Connected, Additive Manufacturing and industry experts on Wednesday, April 22 as we explore the advanced manufacturing technologies helping to meet changing aerospace production demands.

Meet the Presenters

• DeWayne Howell, Toray Group
• Craig Neslen, Air Force Research Laboratory
• Zach Smith, Acutec Precision Aersopace, Inc.
• Steve Schuster, Norsk Titanium
• Bill Perez, Click Bond, Inc.

View agenda

MC Tech Days is sponsored by Toray Group and Composites One.

It is presented by Manufacturing Connected in collaboration with Modern Machine Shop, Additive Manufacturing Media, Products Finishing and CompositesWorld.

Learn more at https://www.mfgconnected.com/kc/tech-days/high-rate-aerospace.

Join Manufacturing Connected, CompositesWorld and industry experts on Wednesday, April 22 as we explore the advanced manufacturing technologies helping to meet changing aerospace production demands.

Meet the presenters

• DeWayne Howell, Toray Group
• Craig Neslen, Air Force Research Laboratory
• Zach Smith, Acutec Precision Aersopace Inc.
• Steve Schuster, Norsk Titanium
• Bill Perez, Click Bond

View agenda

MC Tech Days is sponsored by Toray Group and Composites One.

It is presented by Manufacturing Connected in collaboration with Modern Machine Shop, Additive Manufacturing Media, Products Finishing and CompositesWorld.

Learn more at this link.

Join Manufacturing Connected, Products Finishing and industry experts on Wednesday, April 22 as we explore the advanced manufacturing technologies helping to meet changing aerospace production demands.

Meet the presenters

• DeWayne Howell, Toray Group
• Craig Neslen, Air Force Research Laboratory
• Zach Smith, Acutec Precision Aersopace, Inc.
• Steve Schuster, Norsk Titanium
• Bill Perez, Click Bond, Inch.

View agenda

MC Tech Days is sponsored by Toray Group and Composites One.

It is presented by Manufacturing Connected in collaboration with Modern Machine Shop, Additive Manufacturing Media, Products Finishing and CompositesWorld.

Learn more at this link.

Join Manufacturing Connected, Modern Machine Shop and industry experts on Wednesday, April 22 as we explore the advanced manufacturing technologies helping to meet changing aerospace production demands.

Meet the Presenters

• DeWayne Howell, Toray Group
• Craig Neslen, Air Force Research Laboratory
• Zach Smith, Acutec Precision Aersopace, Inc.
• Steve Schuster, Norsk Titanium
• Bill Perez, Click Bond, Inc.

View agenda

MC Tech Days is sponsored by Toray Group and Composites One.

It is presented by Manufacturing Connected in collaboration with Modern Machine Shop, Additive Manufacturing Media, Products Finishing and CompositesWorld.

Learn more at https://www.mfgconnected.com/kc/tech-days/high-rate-aerospace.

As its team prepared for second flight, NASA’s X-59 quiet supersonic aircraft underwent engine run testing on March 12, at NASA’s Armstrong Flight Research Center in Edwards, California. Sources | NASA/Jim Ross

NASA’s (Washington, D.C., U.S.) X-59 experimental aircraft is preparing for its second flight, a step that will set the pace for more flight testing in 2026. 

Over the coming months, NASA will take the quiet supersonic jet faster and higher, while validating safety and performance, a process known as envelope expansion. NASA test pilot Jim “Clue” Less will be at the X-59’s controls for second flight. Less will take off and land at Edwards Air Force Base, near the X-59’s home at NASA’s Armstrong Flight Research Center in Edwards, California. Less will be accompanied by NASA test pilot Nils Larson, who will be flying nearby in a NASA F/A-18 aircraft to observe the X-59.  

The X-59 made its first flight Oct. 28, 2025, with Larson as pilot. Afterward, NASA and contractor Lockheed Martin (Bethesda, Md., U.S.) completed an extensive round of post-flight maintenance and inspections. The work involved removing the engine — i.e., the lower empennage — the seat and more than 70 panels to perform inspections. All have been reinstalled. 

The team completed one of the last ground tests before the flight on March 12 — an engine run firing up the X-59’s modified F-18 Super Hornet F414-GE-100 engine.  

“It’s always exciting to see the X-59 come to life on the ground,” says Ray Castner, NASA’s X-59 lead propulsion engineer. “For our team, it’s a moment to pause and appreciate how far this aircraft has come — and how close we are to pushing into the next phase of flight.” 

The X-59’s second flight continues the push toward that next phase, with the team closely studying the aircraft’s performance. “Second flight will look a lot like the first flight,” adds Cathy Bahm, NASA’s project manager for the Low Boom Flight Demonstrator project. “We’ll start the flight at a test condition from first flight to ensure X-59 performs as expected after the maintenance phase, then we’ll start the envelope expansion by testing a little higher and faster.” 

The flight marks the start of envelope expansion tests for the X-59. After the aircraft reaches a speed of approximately 230 miles per hour at 12,000 feet and its team performs functional checks, it will advance to 260 miles per hour at 20,000 feet. 

First flight was the X-59’s biggest leap so far — going from the ground to airborne. Now, envelope expansion will be a gradual process as the aircraft works toward its mission parameters of about 925 miles per hour, or Mach 1.4, at 55,000 feet. 

Read past articles highlighting the X-59’s evolution.

“From here on out, once we’re airborne, we can increase speed and increase altitude in small, measured chunks, looking at things as we go and not getting ahead of ourselves,” Less says. 

The X-59 is the centerpiece of NASA’s Quesst mission, which aims to usher in a new age of quiet, commercial supersonic flight over land. The X-59 will demonstrate that an aircraft can fly faster than the speed of sound while reducing the typical loud sonic boom to a quieter thump. 

Envelope expansion is Phase 1 of Quesst. It will be followed by Phase 2 flight testing to validate the X-59’s acoustic performance. The team will study how the aircraft’s design disperses the shock waves that typically merge into a sonic boom.  

After acoustics validation, NASA plans to fly the X-59 over selected U.S. communities to gather data on how people on the ground perceive its quieter sound signature. NASA will share the results with U.S. and international regulators.

Source | Pen Aviation

“The aerospace industry talks a lot about sustainability. But when it comes to actually flying with recycled materials, progress has been glacially slow,” explains Ben Trenchard, head of design, Pen Aviation (Selangor, Malaysia), a company advancing modern mobility through the development and deployment of certified UAS powered by AI software and multi-fuel propulsion engines.

This slow pace is partly understandable. Even as the European Union Aviation Safety Agency (EASA) moves toward risk-based approval pathways, the practical reality for novel structural materials hasn’t changed much. Introducing rCF into a type-certified structure still means building an entirely new dataset: mechanical characterization, allowables, fatigue, environmental degradation, repairability. Risk-proportionate frameworks streamline the process — they don’t eliminate the evidence requirement.

But UAVs don’t have to wait, Trenchard argues. “Certification frameworks like SORA, and the Airworthiness Design Standards that accompany them, are risk-proportionate by design,” he explains. “They don’t demand the same depth of evidence, and that creates a genuine engineering opportunity the industry isn’t fully exploiting.”

“Recycled carbon fiber [rCF] already demonstrates comparable stiffness to virgin fiber,” he continues. “The mechanical scatter is higher, the anisotropy harder to control, the supply chain until recently has been fragmented. All real problems, but solvable ones. And the UAV sector can absorb that development risk in a way that a commercial aircraft OEM simply cannot.”

Pen Aviation is exploring these alternative options for its critical material supply chains with a new breed of suppliers that are focusing on production of rCF. 

The argument isn’t just “use rCF because it’s greener.” There’s a second case that doesn’t get made enough: supply chain resilience. Virgin carbon fiber production is heavily concentrated in certain regions. The supply chains that depend on it are exposed to a volatile and increasingly unpredictable geopolitical environment. Materials like rCF changes that picture. Feedstock is recovered domestically from end-of-life (EOL) structures and manufacturing off-cuts. Processing can be regionalized. For defense-adjacent UAV programs especially, that’s not a secondary benefit — it’s a primary one.

“Pen Aviation embeds sustainability in its products from the ground up — it is not an afterthought,” says Trenchard. “When considering a materials strategy, the inclusion of rCF into our design process is high on our list of priorities.”

UAVs and rCF: A collaborative environment

Nandina REM (Singapore) is one company building alternative supply pathways for aerospace-grade composites through advanced materials recovery and its proprietary Rapid Production remanufacturing model. Through its high-performance materials, free of oil-dependent precursors, Nandina REM provides a decoupled, secure supply chain for sectors operating in highly demanding conditions that require lightweighting and longevity in high-temperature, pressurized and corrosive environments. This is particularly relevant as demand grows across emerging applications such as UAVs and defense systems.

In February 2026, Nandina REM launched a high-volume rCF production facility in Singapore, which has the capacity to “produce 5 tonnes (11,000 pounds) of carbon fiber each month to support production of between 120 and 8,000 drones,” according to ainonline.com reports. Other regionalized production facilities are also being planned with its expansion in the U.S. and Australia markets.

With the rCF that it produces, Nandina REM also delivers a range of thermoplastic-based carbon fiber composite materials that are said to offer advantages over thermoset ones in terms of speed, recyclability and toughness. These materials, which come in formats as pellets, filaments, sheets and bulk molding compounds, can be readily used in existing manufacturing processes to serve various applications across the UAV/USV, energy, mining and AI sectors.

At the Singapore Airshow, Nandina REM also launched its Salis operation — a brand focused on making industrial and commercial fabrics from recycled textiles — and formalized a partnership with defense and aerospace partner AV (Arlington, Va., U.S.) to explore a clean, transparent supply chain framework for UAS. 

“The proximity of new material suppliers like Nandina REM to our production facilities in Malaysia creates the potential for a localized, more resilient supply chain, and this is a key part of our materials strategy,” explains Trenchard. “Unlike traditional carbon fiber materials, the implementation of rCF means we can reduce our risk profile through reduced oil dependence and secure localized feedstocks and production of our most critical materials.”

Learn more on LinkedIn. Make sure to also visit CW’s Sustainability page, which features a comprehensive list of recyclers and recycling technology suppliers.

The first phase of an integrate design-manufacture-test campaign for an iVABS-designed composite blade. This phase focuses on a spar structure that is similar to that of Bell 412. Source (All Images) | Penn State

Penn State (University Park, Pa., U.S.) has been participating in the AnalySwift (West Lafayette, Ind., U.S.) Academic Partner Program (AAP) to improve the manufacturability of composite rotor blades used for helicopters, air mobility and other rotorcraft. The work is part of the Penn State Vertical Lift Research Center of Excellence (VLRCOE), a research and education hub at Penn State dedicated to advancing vertical lift technologies — such as helicopters, drones and VTOL systems — in key areas like aeromechanics, flight dynamics, propulsion, acoustics and survivability.

The APP offers participating universities no-cost licenses of engineering software programs VABS and SwiftComp so students, researchers and faculty can leverage the tools in their academic research.

“The optimization of rotor blade design plays a critical role in improving overall rotorcraft performance,” explains Jiwoo Song, who is pursuing a Ph.D. in aerospace engineering at Penn State. “Recent advancements in computational toolchains, such as iVABS, enable rapid exploration of design spaces while satisfying prescribed performance objectives. The goal of the project is to achieve a design-to-production capability by developing a drastically more manufacturing-aware iVABS blade design framework. Looking ahead, this project aims to move beyond virtual optimization into physical realization, with plans to fabricate a composite rotor blade in collaboration with the Penn State Applied Research Laboratory, validating the computational design process through experimental testing.”

Song says the VABS software has been central to his research. Its high-fidelity cross-sectional analysis capability enables him to rapidly compute stiffness, mass and coupling properties for complex, realistic blade geometries. Employing the iVABS design framework — which enables VABS for design and optimization, parametric studies and uncertainty quantifications in a user-friendly way — “we have been able to evaluate large numbers of candidate designs efficiently, narrowing down to configurations that meet demanding structural targets such as stiffness, strength constraints and weight requirements,” says Song. “This level of accuracy and computational speed would be challenging to achieve with traditional 3D finite element modeling alone.”

IVABS design workflow. 

In the current phase of the project, VABS/iVABS is being used to incorporate manufacturing constraints directly into the design process, enabling more realistic geometry parameterization. The blade template includes features such as rounded spar corners, airfoil trailing-edge treatment, continuous skin laminates and variable spar thickness along the span. These details improve structural fidelity in the analysis but also make the designs more directly transferrable into manufacturable hardware.

Prior to developing a full-scale blade, the team fabricated a composite spar using aerospace-grade carbon fiber prepreg materials assembled from an iVABS-derived stacking sequence to validate the manufacturing methodology. After fabrication, the spar was tested to determine cross-sectional and spanwise properties while establishing confidence in the iVABS optimizer by comparing the experimental and analytical results.

“Future work will expand this effort by modeling, fabricating and validating progressively higher-complexity spar configurations, building toward a representative blade section with elements such as an outer composite skin and sandwich core section aft of the spar,” says Michael Sheppard, graduate student in the PSU Applied Research Lab. “At each phase, experimental measurements will be used to verify and refine the computational results to achieve the desired product. The iVABS framework has also been instrumental in predicting failure loads prior to physical testing, enabling informed experimental planning while strengthening the correlation between analysis and testing.”

Source | Plyable Ltd.

Plyable Ltd. (Oxford, U.K.), a leader in AI powered manufacturing solutions for composite tooling, announced two new strategic partnerships with Corebon (Malmö, Sweden) and Synthesites (Uccle, Belgium). These collaborations are focused on co-marketing and co-developing integrated advanced technologies to enable seamless integration of tooling processes within composite production environments.

While Corebon and Synthesites are not partnering with each other, each collaboration with Plyable is designed to bring complementary capabilities that enhance digital workflows, improve manufacturing efficiency, and accelerate innovation across the composites industry.

“These partnerships represent a major step forward in our mission to modernize and connect composite tooling processes,” says Jamie Snudden, sales director at Plyable. “Corebon and Synthesites each bring unique strengths that, when combined with Plyable’s platform, will allow us to deliver more powerful and integrated solutions to our customers whilst also supporting both Synthesites and Corebon in servicing their customers.”

Partners

Corebon is recognized as a pioneer in induction heating technology for composite manufacturing, while Synthesites specializes in process monitoring and optimization technologies. Plyable and these partners aim to bridge the gap between development and adoption of advanced technology in tooling design, production and process control.

Source | Corebon

Source | Synthesites

The partnerships will focus on:

• Designing integrated solutions that connect tooling design, heating and cooling, quoting, manufacturing and process monitoring to allow customers to adopt new technologies with reduced risk and effort.
• Collaborating on AI manufacturing technologies.
• Co-marketing joint offerings to expand global reach and customer adoption.
• Driving innovation through collaborative development and shared technical expertise.

Through these efforts, Plyable and its partners will enable manufacturers to streamline operations, reduce lead times and improve overall production speed and quality.

“Growing backlogs are pushing aerospace to rethink production, induction heated tools unlocks speed for both thermosets and thermoplastics,” says Rasmus Kjellstrand, CCO at Corebon. “Through Plyable’s platform, customers get a complete solution: world-class tooling, induction heating and cooling, advanced process monitoring and more, all seamlessly connected.”

“Our customers demand smarter molds and more connected and intelligent processes,” adds Dr. Nikos Pantelelis, director at Synthesites UK. “These collaborations allow us to deliver and expand that vision while maintaining control and quality in each area of the workflow.”

About Plyable

Plyable is a digital manufacturing platform that enables fast, cost-effective production of composite tooling through its patented AI platform. By combining proprietary software with a global network of manufacturing partners, Plyable helps companies reduce lead times, optimize costs and scale production efficiently.

About Corebon

Corebon had pioneered unique induction heating technologies for composite manufacturing, delivering advanced heated tooling solutions for aerospace, automotive, and defense. Their systems enable faster cycle times, superior thermal control and a clear path to thermoplastic composites, enabling next-generation production.

About Synthesites

Synthesites provides cutting-edge intelligent process monitoring and control technologies for advanced composite manufacturing, helping customers improve performance and quality while reducing waste through data-driven insights.

Source: Precision Additive
 

Precision Additive introduces its first metal additive manufacturing system, the PA-300. The laser powder bed fusion (LPBF) printer is designed to produce high-quality, qualification-ready components for defense, aerospace, energy, medical and other mission-critical applications requiring reliable, U.S.-based manufacturing. The printer is said to be the fastest ever made using its proprietary SSLM laser technology and built with intelligence powered by AI architecture.

The PA series combines proprietary high-performance laser technology, artificial intelligence and Precision Additive’s qualification process to provide faster metal printing.According to the company, its advanced SSLM laser enables build speeds up to 10 times faster than conventional systems, directly improving production performance. Embedded AI continuously monitors the build and automatically corrects deviations in real time, creating a self-healing process that protects part integrity.

These capabilities are unified through Precision Additive Qualification (PAQ), a data-driven framework that promotes consistent repeatable results from build to build. Together, this tightly controlled process makes it possible to print magnesium alloys — a lightweight but highly reactive material that has historically been difficult to manufacture using additive technologies.

The PA series of machines is configured to print metal alloys including hard-to-print materials like magnesium, tungsten and copper. Magnesium processing represents a key differentiator for the PA machines.

Precision Additive | precisionadditive.com

But propulsion is not the only front on which Ursa Major is innovating and pushing forward.

Additive manufacturing (AM) has been core to the company since its beginning, first as a rapid iteration tool and now a full-fledged production solution: Its Hadley engine is 80% metal 3D printed parts by mass, and most other products have significant additive content as well. 

As a result of its ongoing use of AM, Ursa Major has now found itself at the cutting edge of this technology’s advance. In order to scale production with additive manufacturing, the company has become invested in reducing its inherent complexity.  

From Ursa Major’s point of view as an AM user, too much capability has been tied up in proprietary and obfuscating machine functionality, and too much expertise has been needed to effectively deploy additive. In addition to advancing propulsion, the company is working to solve these AM problems through extensive data capture, algorithm development and collaboration — in other words, treating additive manufacturing as a truly digital technology that is better optimized by code than humans.

Launch Pad

The initial vision for Ursa Major was to supply rockets for space launches. Additive manufacturing was merely a means to that end in the beginning.

Ursa Major’s propulsion technology relies on complex metal 3D printed parts like this one. But to scale production, the company is also working to advance additive manufacturing. Source: Additive Manufacturing Media

“The only way to attract investor dollars was to go out and prove that we could build a really advanced-stage combustion rocket engine,” Doucette says. “In 12 to 18 months, we needed to go from clean sheet to this thing working, or we would not be able to raise the required capital to scale. So we printed as much as we could, because it was the fastest way to get complicated hardware.”

Working with external additive suppliers, Ursa Major was able to quickly develop a 5,000-pound-thrust liquid rocket engine that would become its first commercial product, called Hadley.

“Hadley went from clean sheet to hot fire very quickly, in conventional terms, but then it became a product that we sold to launch customers, and then eventually hypersonics,” Doucette says. “That's what's currently flying.”

The Hadley engine uses liquid oxygen at extremely cold temperatures as an oxidizer for its liquid kerosene fuel. Ursa Major was the first U.S. company to fire such an oxygen-rich staged combustion (ORSC) engine when it hot fired Hadley in 2017. The company quickly scaled production, getting Hadley and its variants into launch and hypersonic applications, with many of these engines in the field today.

Although Ursa Major originally chose 3D printing for speed in development, it has continued to 3D print in production for additional reasons.

“It became evident that we could start to combine what would be individual pieces of hardware into one,” Doucette says. For example, metal 3D printing is used to make a portion of Hadley’s turbine manifold that would otherwise require a group of traditionally manufactured bellows, vanes and other features to be machined and welded together.

“Additive is combining what would be a pretty expensive manufacturing process into one part, so then you’re getting some cost benefit,” he says.

Ursa Major has also realized performance advantages from the designs AM makes possible, which would not be manufacturable with any other technology. “We can essentially take the performance knob from 8 to 11,” Doucette says.

The early advantages realized with additive manufacturing in the Hadley engine have proliferated as Ursa Major has expanded. Today the company’s product line also includes Draper, another liquid rocket engine designed for hypersonics applications both in and beyond Earth’s atmosphere. Draper uses hydrogen peroxide as its oxidizer (rather than liquid oxygen), but also relies on metal 3D printed parts similar to Hadley.

AM even supports the company’s production of solid rocket motors. Ursa Major developed its own “Lynx” manufacturing process, which incorporates both 3D printed metal parts and advanced, flexible manufacturing methods.

(The company also manufactures in-space mobility systems which do not use any 3D printed components, instead relying on machining for part production. “Because we’re experts in additive, we also know when not to use it,” says Savanah Bray, Ursa Major’s director of marketing and communication.)

Lift Off

While Ursa Major initially worked with external suppliers, outsourcing 3D printing grew to be a challenge as the products and quantities scaled. So, in October of 2021, the Colorado-based company established an Advanced Manufacturing Lab at the Youngstown Business Incubator in Youngstown, Ohio, equipped with two metal 3D printers from EOS.

“We were challenged with finding suppliers who could print the crazy stuff,” Doucette says. “So we decided to stand up additive out here. That really set us on a trajectory to insource all of it.”

In 2024, Ursa Major expanded its Ohio footprint with an R&D facility in nearby Boardman, which now also serves as a production hub for additive parts with nine metal 3D printers from EOS and its custom machine brand, AMCM, as well as Velo3D. On-site CNC milling and wire EDM capability round out its additive manufacturing workflow.

Ursa Major’s additive production facility in Boardman, Ohio, features 3D printers from Velo3D as well as EOS and AMCM. Source: Ursa Major

While engine design, assembly and testing are all co-located at the company’s Berthoud, Colorado, facility, Ohio has proved to be a prime location for additive production, according to Doucette.

“Youngstown is actually one of the easiest places to hire for us,” he says, citing the region’s strong industrial base. The facility is also close to heat treat and HIP facilities, which helps shorten production timelines.

Ursa Major’s facility includes equipment for almost every stage of the AM workflow, save heat treat and HIPing. Source: Ursa Major

Ascent with Additive

But as Ursa Major has expanded its product offering and grown its additive production, the company has also been contending with the challenges of metal AM. Many of the company’s products are going into applications serving the U.S. Department of Defense (DOD), which exacerbates the difficulties.

“One of the biggest challenges we face is qualification and adoption within the DOD,” says Thomas Pomorski, director of additive manufacturing. “Right now, every additive part is qualified using a very boutique process, where individual machine serial numbers are qualified. That is very difficult, slash impossible, to scale. How do we define what that next generation of qualification looks like for advanced aerospace and defense hardware?”

Today qualification of additive parts mostly depends on qualification of specific machines; Ursa Major is working toward a shift to process window-based qualification, coupled with a slicer that can translate designs from one machine to the next. Source: Additive Manufacturing Media

That next-generation approach to qualification, Pomorski believes, will be based on acceptable process windows, not static serial numbers and print parameters. By applying qualified algorithms to control the print process on characterized machines, additive manufacturing can scale alongside qualification.

There are three pieces to the puzzle, Pomorski says:

1. Machine characterization. “How do you actually characterize all the functionality of the machine, scanner, power and spot size across the build plate?” Pomorski asks. “Part of this needs to be unlocked by the OEMs, but they’re open to this.” Ursa Major has recently announced collaborations with EOS, Velo3D and others that are making this characterization possible.
2. Build file equivalency. To achieve build files that print the same part on any metal laser powder bed fusion (LPBF) machine, it’s necessary to create those files as vectors — the metal 3D printer’s G-code equivalent. That means, essentially, going “around” whatever custom software the OEM offers to feed the vectors directly to the 3D printer, telling it exactly how the scanner, power and spot size should work. Again, this requires cooperation from machine builders, which Ursa Major has been working to achieve.
3. Validation. Finally, AM users need to answer the question, “Are we running what we think we’re running?” Pomorski says. Steps to do this involve using built-in machine sensors or adding new ones to measure information around the printer’s laser, encoder, diode, meltpool and more.

Ursa Major is aiming to address all three of these challenges, both for its own use and that of other additive manufacturers. The potential is big: With characterized machines, equivalent build files and a method for validation, industrial 3D printers can function much more like any CNC machine tool, controlled by standard G-code rather than proprietary software.

Not only does such a solution simplify production, but, broadly applied, it would also help AM users overcome current hurdles with moving production between machines and ensure repeatability when and where parts are made in future.

More Than Translation

To enable that control, Ursa Major is collaborating with software company Dyndrite to build a custom slicer that effectively bypasses OEM build prep software to communicate directly with any additive machine.

The advantage of this customized slicer is that it can serve as a bridge between design and 3D printer, automatically adjusting for the unique characteristics of each platform such as recoat direction and gas flow, and taking over control of those parameters which are more malleable such as laser path and power.

Bags of sample parts provided by different additive machine builders, produced to study the effectiveness of the custom slicer across printers. Source: Additive Manufacturing Media

Accounting for these differences is only possible with OEM support to characterize machines and enable this control. Ursa Major has worked out licensing deals with multiple 3D printer manufacturers to grant access required to characterize and control machines through its custom slicer. Partners include EOS and Velo3D, builders of the machines Ursa Major currently uses in-house, as well as Aconity3D, Additive Industries, Nikon SLM Solutions and Renishaw.

“We’re setting this up like a postprocessor for a CNC machine,” Pomorski says. “When you program your G code, you put in the capabilities of your machine, you program it, and postprocess the code for each machine’s nuance. I can generate code for seven different machines with one button click.”

“I can generate code for seven different machines with one button click.”

But the greatest promise of the tool that Ursa Major is developing will come from the ability to more easily tap into a greater level of 3D printer control. Without becoming an expert in laser mechanics or metallurgy, users can deploy the tool to effectively make a legacy LPBF machine function like one fresh from the factory, achieving better results with the machines they already have.

“Dyndrite allows us to build custom scan strategies and tool paths in Python,” Pomorski explains. “We can write custom vectors to be able to build very complex geometries systematically across machines.”

For example, the slicer can recognize and optimize certain types of features, such as low overhangs. When it detects an overhang, the program automatically applies a technique called “keyhole remelting” whereby the laser power is manipulated to remelt layers beneath the current working layer to achieve a smooth, shiny downskin surface.

A sample print intended to stress test the slicer’s capability when encountering overhangs. 
Source: Additive Manufacturing Media

“The laser dynamically changes power and speed to lower the energy density as you get to the edge,” Pomorski explains. “Then you go back and remelt down multiple layers to incorporate that rough powder.”

A closer look at a downskin surface produced via keyhole remelting. Effectively “overshooting” the working layer helps smooth the ones below it, producing a better surface finish even beneath overhangs. Source: Additive Manufacturing Media

Crucially, keyhole remelting and other techniques like it happen behind the scenes, automatically, through artificial intelligence-enabled algorithms that can analyze the code, identify these features and generate the necessary printer vectors. New algorithms can be created quickly using Python, or even an LLM interface.

“It’s all code, so now we can use AI to help us develop algorithms in our additive software,” Pomorski says. That makes improvements more accessible to AM users less experienced in the scientific aspects of additive manufacturing. But in addition to improving print results, AI integration could also enable a new approach to part qualification.

“What I imagine for this qualification is you take all the vectors you ran, convert to a mathematical model and then validate that the machine actually ran those things,” Pomorski says. As long as the machine is equipped for capturing the necessary data, part qualification can be accomplished without destructive testing or other currently common measures. 

Not only does this approach speed the initial development of a part for 3D printing, it also dramatically simplifies changes. When a model is altered or the material is changed, the operator doesn’t need to modify the parameters, because the slicer automatically updates them as needed.

Ultimately for build setup, Pomorski says, “I want one button click. I want maximum five minutes from a part’s release in CAD till it starts slicing.”

Into the Future

When I visited Ursa Major last fall, the company had just recently reached the point of deploying the custom slicer in its own production work.

“We're converting all of the next-generation Draper parts to using this approach,” Doucette says. “We’ve already printed one of our most challenging components with this process. But all the parts have some nuance to them, so we have to add in capability to print all those features.”

“We're basically optimizing our process window for each feature so they're actually less sensitive to small changes in different machines,” Pomorski says.

As Ursa Major adopts this software-driven approach to production, the company anticipates that its workforce will begin to look different than it has in the past.

“It’s changing the roadmap of the types of engineers that we need to hire,” Doucette says. “Printing is slowly leaking into a software-based problem. We need to start thinking about software developers to sit in tandem with folks like Tom who understand the tech.”

Test prints at Ursa Major. A significant part of the company’s work relates not to propulsion parts but to advancing the vision of faster, flexible and transferrable additive manufacturing. Source: Additive Manufacturing Media

That shift in who works in additive manufacturing could have broader impact beyond Ursa Major as well, as its advances begin to spread throughout the larger AM user base. A major objective for the company has now become sharing its learnings with other manufacturers in the U.S. in the interest of growing AM usage and prowess.

“We need broad adoption,” Doucette says. “It does not benefit us if we’re selfish about it.”

Tools like the standardized slicer can make AM more reliable and easier to adopt for manufacturers, regardless of the hardware they are working with. They may also offer a solution for more responsive and flexible manufacturing nationwide, particularly in relation to defense needs.

“We know for a fact that China has essentially industrialized their entire printing base to do defense-related applications,” Doucette says. “The U.S. has thousands of 3D printers across the country. If we can figure out a way to get this to work, it’s a light switch that can make the U.S. capable of using all those printers to do defense-related things.” 

Source | RUAG International

RUAG International’s (Zurich, Switzerland) has completed its transition to a space-focused company, with the divestment of several non-space-related business areas — including its aerostructures business to Pilatus — now largely completed. Its main business, the subsidiary Beyond Gravity (formerly RUAG Space) now centers on components and systems for launchers and satellites.

Although the 2025 fiscal year was marked by operational challenges and new strategic directions, the Satellites division once again performed well and delivered profitable growth. The Launchers division overcame key technological challenges in 2025 and achieved decisive successes — including new launch systems such as Vulcan, Ariane and the dispenser program for Amazon. However, operating results in this division had a significant negative impact on Beyond Gravity’s overall results.

“Even though further development of our products, the expansion of our production capacities and the renewal of our digital landscape weighed on our 2025 results, I am proud of our teams’ performance,” says CEO André Wall. “They have achieved important milestones in development and market positioning, laying the foundation for sustainable profitability and competitiveness.”

Dr. Barbara Frei-Spreiter appointed as new CEO 

Source | RUAG International/Beyond Gravity

Succeeding André Wall as CEO of RUAG International and its space business, Beyond Gravity, Dr. Barbara Frei-Spreiter is a proven Swiss executive with more than 25 years of international leadership experience in global industrial and high-tech companies. She possesses in-depth expertise in the development of business models, operational excellence, technology and innovation, ramping up production and leading complex transformation and digitalization in regulated industrial environments. 

“We are gaining a proven leader with a strong industrial and technological profile,” says Daniel Frutig-Meier, Chairman of the Board of Directors of RUAG International. “She combines strategic clarity with operational execution, possesses a deep technical understanding and remains exceptionally down-to-earth and close to the people. Her leadership strength is evident in her ability to empower teams and guide them through periods of change. With her many years of experience in large international industrial groups, she brings exactly the qualities we need for the stabilization, transformation, and further development of Beyond Gravity in the challenging space industry environment.”

Experienced industry executive

Dr. Barbara Frei-Spreiter (born in 1970) is a Swiss citizen and lives in the Zurich area. She studied mechanical engineering, earned a Ph.D. in electrical engineering from ETH Zurich and holds an Executive MBA from IMD in Lausanne. She began her professional career in 1998 at the technology group ABB. There, she assumed leadership roles in development and service, as well as global profit responsibility in various positions as country, regional, and business unit manager. In 2016, she joined the energy technology and automation group Schneider Electric, which employs 177,000 people worldwide, where she most recently served as a member of the Executive Committee and was responsible for the global Industrial Automation division, which generated revenue of 7,022 million euros. 

In addition to her operational experience, Dr. Barbara Frei-Spreiter brings board and governance experience, which gives her a deep understanding of governance, compliance and stakeholder management topics that are central to RUAG International and Beyond Gravity as companies owned by the Swiss Confederation.

Smooth transition, expanding future

In June 2025, incumbent CEO André Wall announced that he would be leaving the company in mid-2026. He will work with Dr. Barbara Frei-Spreiter as and after she takes office on April 7, 2026 to ensure a smooth transition.

With the decision to keep Beyond Gravity under federal ownership, a new phase is now beginning: The company will strategically further develop its capabilities as a Swiss space services provider and expand internationally—in close coordination with the new leadership team.

Negative impact on earnings, transformation and one-time effects

The negative earnings development is primarily attributable to high engineering and qualification costs in the Launchers Division. These were related to product improvements based on insights from missions in recent years. In Linköping (Sweden), the transition from development to series production for the dispenser systems of Amazon’s Leo satellite constellation proved more demanding than planned. Although the production ramp-up was challenging, output increased significantly in Q4 2025 and key qualification issues were resolved. In contrast, the Satellites division performed well in 2025 and had a stabilizing effect on the group’s overall results.

Furthermore, discontinued activities and divestments already completed resulted in financial obligations that had a one-time negative impact of CHF 26.5 million (~$33.5 million)on 2025 annual results. In addition, provisions totaling CHF 39.6 million (~$50.1 million) were set aside in anticipation of further potential risks. Furthermore, costs related to the transformation and digitalization program, as well as negative exchange rate effects, weighed on results.

Efficiency, scaling and active risk management investment

With the completion of its aerostructures divestment, RUAG International has streamlined the structure of Beyond Gravity, which is now focused on space. In a dynamically growing, technologically demanding market environment, industrial efficiency, scalability and active risk management are key success factors. Declining launch costs and falling end customer prices per satellite are increasing competitive and margin pressure along the entire value chain are placing high demands on processes, organization and production structures.

To meet these requirements, Beyond Gravity has made targeted investments in recent years to strengthen standardization, industrial efficiency, technological transformation, as well as scalable production and process structures. While these investments weigh on earnings and cash flow in the short-term, they sustainably strengthen efficiency, scalability and competitiveness in the medium-term.

As part of its Value Creation Roadmap, the “EZYone” digitalization project is designed as a comprehensive business transformation that more closely connects people, processes, systems and locations. Following the program launch in Lisbon in 2024, the rollout for Corporate Services in Switzerland in early 2025 and the introduction at the Swedish locations in June 2025, particular focus in fiscal year 2025 was given to the stabilization phase, which tied up significant resources. A phased rollout at additional locations in Switzerland, the U.S., Austria and Finland is planned for 2026.

New ownership, organizational changes

With the Swiss Parliament’s final decision in spring 2025 to keep Beyond Gravity under the ownership of the Swiss Confederation, the company’s strategic starting position has changed. In the future, Beyond Gravity will be more closely aligned with the federal government’s space and security policy objectives. In July 2025, the Federal Council entrusted the Federal Department of Defence, Civil Protection and Sport (DDPS) with ownership oversight and with preparing a consultation draft for the new legal basis for the federal government’s shareholding. In the meantime, the steering group appointed by the DDPS has completed its work on the strategic parameters for the future direction of Beyond Gravity.

As of Jan. 1, 2026, Beyond Gravity streamlined its organization and specifically adapted it to the company’s new size and strategic direction. The Satellites and Launchers divisions were merged into one integrated business organization. At the same time, the executive board was downsized and, since Jan. 1, 2026, consists of André Wall (CEO), Angelo Quabba (CFO) and Oliver Grassmann (COO). Effective April 7, 2026, Dr. Barbara Frei-Spreiter will assume the role of CEO of RUAG International and Beyond Gravity, succeeding Wall.

Future outlook

At the Annual General Meeting on April 20, the board of directors will be strengthened with additional space and technology expertise. This provides a broad and clear foundation for leadership during the next phase under federal ownership.

The focus of fiscal year 2026 is on the consistent reduction of risks and the further industrialization, stabilization and digital transformation of the business, with the aim of sustainably improving profitability from 2027 onward. Priority will be given to products and programs that make a clear contribution to profitability, in particular the targeted expansion of commercial product lines and the strategic shift from a specialized supplier to an integrated systems provider.

Quartz nonwoven. Source | Southeast Nonwovens Composites

Southeast Nonwovens (SENW) Composites (Clover, S.C., U.S.) has developed a broad portfolio of quartz fiber nonwovens, ranging from ultralight 5 gsm veils to high loft felts up to 1,000 gsm, enabling engineers to tailor material performance across a wide spectrum of composite and thermal protection applications.

Why quartz fiber? Produced from high-purity silica, they offer several advantages, particularly for applications ranging from aerospace radomes to high-temperature insulation systems. Quartz fibers feature optimal thermal stability, withstanding continuous high temperatures without significant degradation. They also have low dielectric constant and loss, making them ideal for radio frequency-transparent structures. Chemical inertness and resistance to harsh environments, as well as minimal thermal expansion, further characterize these fibers.

SENW’s nonwoven processing capabilities enable the transformation of quartz fibers into a variety of engineered forms:

• 5-50 gsm veils: Used as surface layers for improved finish, dielectric control and crack resistance.
• 50-200 gsm mats: Provide reinforcement, insulation and controlled permeability.
• 200-1,000 gsm felts: High-loft structures for thermal insulation, acoustic damping and fire protection.

Because of their porous structure, quartz veils and mats maintain resin permeability, making them compatible with infusion, RTM and prepreg processing.

SENW targets aerospace (radomes, thermal protection systems, insulation blankets), defense (RF-transparent enclosures and high-temperature structures), electronics (dielectric layers and high-frequency components) and industrial systems (high-temperature filtration and insulation) with these materials.

The space sector also has promising potential. SENW’s product flexibility — combined with tailored binder systems and hybrid construction — allows quartz nonwovens to function as both structural and functional layers within advanced composites, the company notes. 

In addition to quartz, SENW continues to develop nonwoven solutions using other high-temperature materials, including ceramics, oxidized polyacrylonitrile (OPAN), alumina, basalt and silicon carbide, further expanding the range of applications for extreme environments.

Source | Toray, Syensqo

Toray Composite Materials America, Inc. (Tacoma, Wash., U.S.), a Toray Group company specializing in polyacrylonitrile (PAN)-based carbon fiber and carbon fiber prepreg, has entered into a long-term carbon fiber supply agreement with Syensqo SA (Brussels, Belgium).

Through this 5-year agreement, which took effect in January 2026, both companies will work to enhance supply stability and resilience across aircraft, space and defense applications, strengthening the global supply chain and contributing to long-term market growth.

With the recovery of global passenger demand and progress in next-generation aircraft development, the aircraft market is expected to maintain stable medium- to long-term growth. The renewal and advancement of aircraft is also continuing to progress, thus driving firm growth in carbon fiber demand.

Amid a rapidly changing global environment, Toray Group remains committed to strengthening its long-term stable supply to meet the increasing demand of carbon fiber for the aerospace industry.

For more information, visit www.toray.com.

On 14 April 2026, Vertical became the second company globally to complete a two-way piloted transition flight in a full-scale tiltrotor eVTOL and the first to do so under civil aviation Design Organisation Approval regulatory oversight. Source | Vertical Aerospace

Vertical Aerospace (London, U.K.) announced that on April 14, it successfully completed a two-way piloted transition flight of its full-scale tiltrotor electric vertical take-off and landing (eVTOL) vehicle. According to Vertical, it is the second company globally to complete this flight milestone, and the first to do so under civil aviation Design Organisation Approval regulatory oversight.

Vertical’s VX4 prototype aircraft is reportedly manufactured with composite materials across its entire structure, supplied by a long-term supplier partnership with Syensqo (Brussels, Belgium). The airframe will be manufactured by Aciturri Aerostructures (Mirando de Ebro, Spain). The battery packs are produced at a Vertical Energy Centre (VEC) in Bristol, U.K., which Vertical reports has been upgraded into a pilot production line with automated aerospace-grade manufacturing processes to support certification and production.

On April 14, Chief Test Pilot Simon Davies completed the flight — transitioning from vertical take-off to wingborne cruise and back to vertical landing — all in one continuous flight. This builds on Vertical’s thrustborne transition on April 2 and marks the completion of two-way transition. According to Vertical, this capability for transition flight validates the technology which will enable its commercial aircraft Valo to take off vertically from a city center vertiport or rooftop with passengers, fly efficiently at speed like an airplane, and land vertically at its destination comfortably, quietly and without a runway. Planned real-world routes include Canary Wharf to Heathrow or JFK to Manhattan.

As with all Vertical flight tests since 2023, this milestone was achieved under the direct oversight of the U.K. Civil Aviation Authority (CAA), who are working in close collaboration  with the European Union Aviation Safety Agency (EASA) toward Type Certification of Valo. Testing is conducted under Vertical’s Design Organisation Approval, a pre-requisite for  entry into service. 

With all phases of flight now proven — vertical take-off, wingborne flight and transition between the two — Vertical is moving into the next stage of certification testing. This will include critical design review, when the aircraft design is locked, followed by the build of seven pre-production Valo aircraft in the U.K. for compliance and verification testing with  the CAA and EASA. 

Vertical is targeting certification of Valo in 2028, with entry into service expected shortly thereafter. The certification approach is designed to be transferable to other regulators, including the U.S. Federal Aviation Administration (FAA), Brazil’s National Civil Aviation Agency (ANAC) and the Japan Civil Aviation Bureau (JCAB), supporting global deployment with airline and operating  partners including American Airlines, Avolon, Bristow, GOL and Japan Airlines. 

Over the next 12 months and beyond, Vertical says it will execute public flight demonstrations including at Farnborough International Airshow in July, progression of the hybrid-electric demonstrator, expansion of the Vertical Energy Center, advancement of the manufacturing facility, and production of the first full-scale Valo certification aircraft. 

Further, Vertical expects its U.K.-based manufacturing and supply chain to support thousands  of high-skilled jobs and significant export growth, with its ecosystem projected to  grow to over 2,000 jobs by 2035. 

“This is now the most significant technical milestone in our history,” says Stuart Simpson, CEO of Vertical Aerospace. “Full piloted transition is the most critical and complex challenge in eVTOL development, and we’ve achieved it under more rigorous regulatory oversight than anyone in the category. Our focus now is on executing our roadmap and bringing certified electric flight into commercial service.” 

“Through our Industrial Strategy and the Aerospace Technology Institute we’re backing companies like Vertical who are demonstrating the kind of innovation, engineering excellence and export potential that can keep Britain at the forefront of the global aerospace industry, and create high-skilled jobs for local people,” says Peter Kyle, U.K. Secretary of State for Business and Trade.

BladeScanner concept inspections aircraft propellers. Source | Wemech

Wemech S.r.l. (Besnate), an Italian engineering company specialized in advanced mechanical design, robotics and manufacturing, and the R&D spin-off of Meccanica Besnatese (MB) — an EN 9100-certified precision machining company serving demanding industrial sectors — has launched a new experimental development program focused on acoustic analysis for the nondestructive inspection (NID) of composite structural elements that have an airfoil profile.

The initiative builds on Wemech’s protected intellectual property in the field of robotic inspection of critical composite structures. It is being developed under the BladeScanner technology platform — including U.S. Patent No. 12.391.407 and European Patent EP 4402061 — granted by decision of the European Patent Office on March 26, 2026, with the mention of grant scheduled for publication on April 22, 2026.

This new phase is centered on the experimental acquisition, classification and interpretation of acoustic data generated during the controlled inspection of composite parts. The objective is to support the development of a more objective, repeatable and traceable inspection methodology for critical composite structures used in aerospace and other advanced industrial sectors.

As part of this development phase, and under a collaboration agreement, Wemech will use Qairos, an acoustic-analysis software solution provided by German company gfai tech GmbH (Berlin) to support measurement, data processing and interpretation activities within the experimental program.

Wemech’s concept combines robotics, positioning, controlled impact excitation and acoustic sensing within a portable inspection architecture designed to improve inspection consistency while enabling digital recording of test results, structured dataset generation and future software-driven analysis. The broader development vision is to help move inspection processes from manual, experience-based practices toward more standardized and data-supported workflows.

The program is intended to create the technical basis for the next stage of product and software development, including acoustic dataset creation, signal interpretation models, inspection repeatability studies and integration with robotic handling and sensing platforms. In this context, Wemech sees significant potential for future developments involving advanced software, automation and machine learning-based interpretation tools.

“We are now entering the experimental phase of acoustic analysis,” says Roberto Passerini, founder of Wemech. “Our goal is to contribute to a more structured and data-supported inspection workflow for critical composite components. We believe this field offers strong industrial and commercial potential, and to accelerate development we are actively seeking qualified industrial, technical and financial partners.”

Cooperation opportunities

Wemech is currently interested in cooperation with OEMs, MRO organizations, aerospace suppliers, robotics integrators, sensor companies, research centers and industrial investors willing to contribute to the next stage of development. Areas of collaboration may include:

• Test articles
• Inspection procedures
• Sensing technologies
• Robotic integration
• Acoustic data acquisition campaigns
• Software development for signal interpretation
• Broader industrialization activities.

Within selected cooperation frameworks, Wemech is also open to evaluating licensing and co-development arrangements related to its protected technology, particularly where such structures may accelerate industrial validation, territorial deployment, market access or application-specific development programs.

The company believes that the increasing use of composite materials in aerospace, defense and other high-performance sectors is creating a growing need for more reliable, scalable and digitally traceable inspection solutions. Within this context, Wemech intends to position its technology platform as a basis for future industrial partnerships, joint development programs and application-specific validation projects.

Source | Zotefoam

Global cellular foam manufacturer Zotefoams (Croydon, U.K.) has appointed German aviation specialist, Wulfmeyer (Langenhagen), as its first Approved Fabricator for aerospace under the company’s flagship Global Partner Program.

Wulfmeyer develops and manufactures aircraft interior components, including non-textile flooring, precision-engineered foam parts and adhesive systems. The company serves customers across commercial and business aviation, including major European aerospace OEMs such as Airbus and its complete supply chain. 

Formalizing and building on a trusted relationship of more than 30 years, the partnership strengthens Zotefoams capacity to serve its aerospace customers through a specialist fabricator with deep sector knowledge, precision manufacturing capability and close proximity to key European markets. For Wulfmeyer, the partnership brings closer access to Zotefoams’ wider product portfolio and technical expertise, creating greater scope to develop lightweight, high-performance foam applications for the aerospace industry.

“At a time when the aviation industry is under pressure to increase output, closer alignment between material innovation and precision manufacturing will be critical to helping customers scale with confidence and deliver for end users,” notes Fabrice Lacroix, sales director EMEA at Zotefoams.