La industria aeroespacial consolida su recuperación en 2026 gracias a la alta demanda, aunque en un entorno de estricta disciplina productiva y reorganización de la cadena de proveeduría. Fuente: Getty

El verdadero desafío no consiste en vender más aviones, sino en producirlos de manera consistente. Los cuellos de botella en la cadena de proveeduría siguen afectando a componentes críticos, como estructuras mecanizadas de alta precisión, sistemas electrónicos y piezas forjadas. La capacidad limitada de algunos proveedores de los niveles 2 y 3, sumada a unos procesos de certificación exigentes, condiciona la velocidad de recuperación industrial.

En el segmento de motores y sistemas, la situación es similar. El incremento programado de las tasas de producción implica mayores exigencias en cuanto a capacidades de mecanizado avanzado, tratamientos térmicos, recubrimientos especiales y procesos de inspección certificados. La trazabilidad completa y el cumplimiento normativo siguen siendo requisitos no negociables en un entorno altamente regulado.

En 2026, la industria aeroespacial no se enfrenta a una crisis de mercado, sino a un desafío industrial: transformar una demanda sostenida en un crecimiento estable sin comprometer la calidad ni la trazabilidad.

Desde una perspectiva estratégica, 2026 se caracteriza por hacer hincapié en la disciplina operativa. Las grandes empresas del sector priorizan la previsibilidad, la estabilidad en las entregas y el fortalecimiento de los proveedores clave por encima de los crecimientos acelerados que puedan comprometer la calidad o los plazos. La digitalización de procesos, el seguimiento en tiempo real de la producción y la automatización selectiva se consolidan como herramientas para mitigar riesgos y mejorar la visibilidad en planta.

En América del Norte, este escenario refuerza la relevancia de la regionalización industrial. En el marco del TMEC y de las políticas orientadas a la resiliencia estratégica, México y Canadá siguen posicionándose como piezas importantes en la reorganización de la cadena de proveeduría. La proximidad geográfica, la base manufacturera instalada y la disponibilidad de talento técnico especializado se convierten en factores diferenciadores.

En este contexto, las decisiones de inversión en maquinaria y tecnologías de mecanizado adquieren un carácter estratégico. La demanda del sector aeroespacial exige centros de mecanizado de alta precisión, rectificado avanzado, automatización integrada, control de procesos y software de gestión que garantice la trazabilidad completa. Para los fabricantes y proveedores que buscan aumentar su participación en el sector, la capacidad instalada ya no se mide solo en volumen, sino en estabilidad, repetibilidad y cumplimiento normativo sostenido.

Complete Dieffenbacher plant for the production of high-quality components using preforming and RTM. Source (All Images) | Dieffenbacher 

Dieffenbacher’s (Eppingen, Germany) JEC World 2026 booth is focused around composites solutions for the aerospace and defense sectors, including associated plant digitalization solutions.

Production processes presented include the manufacture and processing of sheet molding compounds (SMC), direct long-fiber thermoplastic molding (D-LFT), tape laying technologies, RTM/HP-RTM and preforming. Automation solutions include cutting and stacking systems for precisely producing complex stacks from SMC, prepreg or dry fiber fabrics.

“We provide our partners and customers with customized plant concepts for aerospace applications such as seat structures, window frames, floor assemblies, fairings, spoilers and other skin elements,” explains Marco Hahn, director sales of the Business Unit Forming. “For the defense sector, we offer hydraulic presses and manufacturing systems for various drone components, ballistic protection equipment, helmets and shields.”

Fully automated Schmidt & Heinzmann Cutting & Stacking Center, consisting of several AutoCut cutting machines, mobile stacking robot with multi-gripper and stacking table.

Since Dieffenbacher’s acquisition of Schmidt & Heinzmann in 2024, the company has successfully integrated its advanced solutions for semi-finished material production lines, pumping, dosing and mixing systems, cutting and stacking centers, and fiber cutting systems into the Dieffenbacher portfolio.

Dieffenbacher Fiberforge, claimed to be the fastest tape laying system in the world, is the heart of the company’s tape laying process. It produces near-net shape laminates from continuous fiber-reinforced thermoplastic tapes that can be used to manufacture structural composite components or provide local reinforcement. For example, the Fiberforge processes unidirectional (UD) tapes made from high-performance thermoplastics (PAEK/PEEK) — increasingly used in the aerospace industry — into components with optimal deflection behavior, strength, temperature and impact resistance. “Fiberforge makes the processing of thermoplastics faster and more efficient, even for large-scale production,” says Hahn.

For HP-RTM, Dieffenbacher offers fully automated production lines for the economical manufacture of structural and exterior skin components made of carbon fiber (CFRP). Three system units — the PreformCenter, the hydraulic press and the HP-RTM injection unit — ensure maximum efficiency and consistent quality. This process is particularly suitable for components with very high demands for surface quality, strength and stiffness.

FiberForge.

All processes and technologies are supported by Evoris, Dieffenbacher’s modular digitalization platform for hydraulic press systems and complete forming lines. Evoris comprises three solutions: Evoris Intelligence, Evoris Connect and the Evoris Control plant visualization system.

Evoris Intelligence measures, collects and stores plant-wide, manufacturer-independent process and production data at a central location. The system helps manufacturers make their production processes more transparent, efficient and sustainable. It includes Reports app, which evaluates and visualizes all data generated during production. Among other benefits, the app can be used to increase plant availability and improve production performance.

Evoris Connect, a comprehensive digital customer portal, offers an integrated ticket system, an Order Tracker for transparent tracking of spare parts orders and an Equipment Hub to provide customers with a centralized overview of their entire Dieffenbacher machine park. The portal also includes a digital spare parts catalog that enables both documentation and ordering of spare parts directly from drawings. Steady development of additional Evoris Connect apps will provide customers with further advantages.

Dieffenbacher’s presence is complemented by the presentation, “Next Gen production systems for the aerospace industry – A smart and transparent production process,” which Marco Hahn and Michael Ochs, director of sales, Schmidt & Heinzmann, will give on Wednesday, March 11, at 4 p.m. on the Agora stage in Hall 5. The two experts will explain how Dieffenbacher is responding to the aerospace industry’s need for increasingly resource-efficient and intelligent production concepts and, with the help of Evoris, is enabling energy- and resource-efficient series production of lightweight aerospace components.

“The Dieffenbacher booth occupies a new position in Hall 5 compared to previous years,” says Hahn. “We’re prepared and eager to discuss trends in the aerospace, defense and composites industries.”

Visit Dieffenbacher at Booth P101 in Hall 5.

Source | AkzoNobel Aerospace Coatings

AkzoNobel Aerospace Coatings (Waukegan, Illinois) introduces a single-coat Aerobase basecoat solution designed to help maintenance, repair and overhaul (MRO) paint facilities improve performance, efficiency and operational throughput. By replacing traditional two-coat application processes with a validated single-coat system, the improved Aerobase formulation reduces application time, process complexity and total film thickness while providing a high-quality, consistent finish across mixed fleets.

Developed specifically for the global MRO mixed fleet market, the product is certified for immediate use worldwide, enabling paint facilities to adopt the single-coat process.

The improved formulation provides significantly improved sag resistance, with an approximately 40% increase compared to the original system. When combined with a cross-coat application process, it enables a single-coat application, achieving the required hiding power and surface finish to replace the traditional two-coat approach.

Field testing conducted in 2025 on a single-aisle aircraft demonstrated a 36% reduction in total film thickness compared to a previously applied two-coat system. The reduction is achieved without compromising durability or appearance. Alongside the improved finish consistency and surface quality, the reduction in film thickness is said to contribute to lower operating weight, reduced fuel burn and associated CO₂ emissions for airlines.

The Aerobase single-coat solution, planned for global rollout throughout 2026, will be available in the most commonly used aerospace white colors, ensuring immediate relevance for airlines and MRO operators worldwide.

Additional aircraft applications are currently underway with two MROs, covering both single-aisle and widebody aircraft. These applications, combined with last year’s test, will provide robust, real-world performance data which will support airlines and MROs make informed decisions when evaluating efficiency, weight reduction and finish quality.

AkzoNobel Aerospace Coatings’ technical teams are also actively supporting MROs with process development, validation and applicator training to ensure consistent, repeatable results across facilities.

Source | Albany Engineered Composites 

Albany Engineered Composites Inc. (AEC, Portsmouth, N.H., U.S.), a subsidiary of Albany International Corp., highlights its industrialized composite manufacturing capabilities and strategic mission focus at JEC World 2026.

AEC continues to expand its role as a production-ready composite solutions partner as aerospace and defense programs demand higher production rates, improved performance and resilient supply chains. The company’s integrated suite of state-of-the art composite technologies and high-rate production capabilities support customers across commercial aerospace, defense, space and emerging advanced air mobility (AAM) platforms.

AEC’s strategic mission focuses on three core areas:

• Replacing legacy metallic components with high-performance composite structures
• Delivering composite solutions for extreme, high-temperature environments including turbine engines, solid rocket motors and hypersonic applications
• Advancing sustainable aviation through next-generation composite blade, aeroengine and aerostructure technologies.

AEC leaders will discuss how industrialized composites manufacturing supports next-generation aerospace and defense programs.

Visit AEC at Booth K24 in Hall 6.

Source | Bally Ribbon Mills (BRM)

Bally Ribbon Mills (BRM, Bally, Pa., U.S.) is highlighting its 3D weaving capabilities, including film infusion for 3D woven joints, woven thermal protection systems (TPS) and advanced woven composite 3D structures, including 3D near-net shapes.

In BRM’s film infusion process, a frozen sheet or film of resin is infused onto the custom 3D woven joint. Film-infused 3D woven joints ship as pre-made assemblies, ensuring consistent quality control. BRM says it has perfected the science and art of 3D continuous weaving to fabricate such structures as “Pi – π,” double “T,” “H” and other complex shapes. Offering an optimal blend of strength, durability and structural integrity, these complex woven structures are used primarily in aerospace applications — often in airframe structural components — and subassemblies including stiffeners and joints.

Attendees can see 3D woven fabrics on display and learn about BRM’s multifunctional TPS designed for atmospheric re-entry applications. BRM has implemented weaving technologies to develop advanced woven TPS materials, including the 3D orthogonally woven 3DMAT quartz material developed in partnership with NASA for the Orion Multi-Purpose Crew Vehicle (MPCV). This material is used in critical heat shield components and compression pads that help protect the spacecraft from extreme re-entry temperatures. 3DMAT was named the 2023 NASA Government Invention of the Year.

Also on display are woven 2D and 3D composite structures. Via a multi-dimensional continuous weaving method, BRM produces textiles that can be fabricated into near net-shape structures, providing customers with solutions that reduce weight and cost by automatically weaving complex shapes and eliminating many costly, time-consuming and labor-intensive manufacturing processes.

Visit Bally Ribbon Mills at Booth K104 in Hall 6.

Source | Blueshift

Blueshift (Spencer, Mass., U.S.) presents its thermal protection system (TPS) materials to the composites industry, including AeroZero flame and thermal barriers (FTBs) — a larger roll-to-roll TPS — and its tapes for low Earth orbit (LEO) satellites.

Compared to traditional polyimide tapes, Blueshift says its AeroZero tapes in LEO provide 19 times lower thermal conductivity (0.008 w/mK) and six times lower thermal diffusivity. These results enable more freedom in the design process, given the smaller footprint, ease of application and high performance of the material. AeroZero also minimizes contamination risk by meeting the NASA Outgassing Standard (ASTM E595), ensuring that no more than 1.0% total mass loss and 0.10% condensable material is released under high vacuum and elevated temperatures, which is critical for maintaining cleanliness in spaceflight and high-vacuum environments.

Also at the booth are Blueshift’s AeroZero FTBs, a portfolio of ultra-thin, lightweight and flexible flame and thermal barrier solutions that can withstand exposure up to 1100°C for 30 min. This addition to the Blueshift portfolio is ideal for a wide range of applications and industries that experience extreme temperature fluctuations including, most prominently, aerospace and defense.

Attendees are able to learn more about Blueshift’s signature line of TPS, which all include at least one layer of its core technology, AeroZero, in combination with a range of additional substrates like graphite or polyimide. These TPS are thin, flexible and easy to apply, and are currently being used in a range of industries including aerospace and defense to protect composites.

“By connecting with leading composites professionals, we can present the data behind our products and how they can fit smaller, compact footprints, while still surviving the extreme conditions without adding weight or bulk,” says Tim Burbey, Blueshift co-founder and president.

For the first time, Blueshift’s products will also be showcased at partner booth Royal NLR (C77, Hall 6) and the company’s liquid hydrogen tanks.

Visit Blueshift at Booth H108 in Hall 6.

Click Bond has designed and manufactured more than 4,000 adhesive-bonded fasteners for aerospace, defense, marine, automotive and industrial programs. Source (All Images) | Click Bond

Adhesive bonding has long been hailed as an ideal method for fastening composite structures in aerospace. Unlike traditional drilling and bolting, bonding avoids fiber damage, delamination risks and added weight, resulting in stronger, lighter assemblies that preserve the inherent performance of advanced composites. However, despite the advantages of adhesive bonding, there is a need to dramatically increase production rates. The challenge lies in scalability. Adhesive bonding demands precision in surface cleanliness, application accuracy and cure pressure — all of which can add time, labor and cost. 

As the necessity for increased aerospace production rates grows, with particular regard to commercial airliners and plans for next-generation aircraft programs — all of which will likely incorporate an increasing amount of composite structures, along with the rise of electric vertical takeoff and landing (eVTOL) aircraft — a new wave of automation and digital tools is emerging to bring scalability and repeatability to bonded fastening operations without detracting from reliability.

Building upon a legacy approach

One of the leaders in this transformation is Click Bond (Carson City, Nev., U.S.), a family-owned company founded in 1987 by pilot and inventor Charlie Hutter. An idea that began as a simple foil patch to fix a leaking rivet on Hutter’s aircraft grew into Click Bond, a global supplier of bonded fasteners and installation systems for aerospace, defense, marine and mobility markets. 

Click Bond fasteners attach to substrates using structural adhesives, eliminating the need to drill into sensitive composites.

The company’s solutions have been used on numerous aircraft programs over the years and have convinced major primes in the industry that adhesive bonding is stronger, lighter and faster. With a portfolio including studs, standoffs, brackets and cable tie mounts, Click Bond designs fasteners to be bonded rather than riveted, supported by patented fixture systems that ensure repeatability and performance comparable to traditional fastened plates — all without the need for drilling.

Click Bond’s focus has always been on removing variability from the process. For each fastener, a disposable fixture ensures the right amount of pressure and the exact amount of adhesive is applied. And, with effective on-site training programs and repair kits, the company has steadily improved installation for techs everywhere and grown the market for adhesive bonding. 

“We’re able to achieve the same performance characteristics as a riveted nutplate, but we’re able to eliminate all the unnecessary holes,” says Bill Perez, senior product application and strategy manager at Click Bond.

The approach is ideal for composite aerostructures because while composites offer lightweight strength and design flexibility, drilling holes for mechanical fasteners can introduce stress concentrations, fiber damage and potential long-term durability concerns. Bonded fasteners address these issues by adhering directly to composite surfaces so there’s no introduction of holes, which puts the entire structure at risk. Done properly, these bonded fasteners are capable of matching or exceeding the strength of drilled fasteners.

However, the process can be time- and labor-intensive. Traditionally, bonded fastener installation has been a manual process. A technician prepares the composite surface by cleaning, abrading and activating it (through the use of plasma, chemical or mechanical treatments to increase surface energy); dispenses mixed adhesive; positions the fastener with a fixture; and holds it under pressure until cure. In order to scale for future demand, Click Bond is investing in automation and digital solutions, developing systems that standardize every stage of the bonding process.

Click Bond’s Digital Solutions use an AR-powered headset to project 3D placement templates onto the airframe.

Automation and extended reality (XR)

“The objective is that every single bond is identical, whether it’s installed on day one or day 1,000, by technician A or technician Z,” Perez states. “Automation allows us to scale bonded fastening with confidence.”

Click Bond is leveraging digital tools to enhance efficiency on the shop floor. One persistent challenge in bonded fastening is locating fasteners accurately on large composite panels, a process that traditionally required using complex jigs and templates — both of which can add time and cost.
The company has introduced a program it calls Digital Solutions, using extended reality (XR) platforms to guide fastener placement digitally. Technicians wearing XR headsets see augmented overlays projected onto the structure, indicating exactly where each fastener should be bonded. The benefits are significant: 

• Faster installation eliminates layout steps and physical templates. 
• Real-time inspection verifies fastener placement within tolerances as tight as 1 millimeter. 
• Digital traceability automatically logs installation records, including who placed each fastener and when.

This innovation addresses key industry challenges such as agility in adapting to design changes, minimizing rework risks, overcoming workforce skill shortages and managing product complexity with enhanced traceability.
The approach also offers intuitive 3D procedures and immersive experiences to transform operations by accelerating product manufacturing development, reducing production risks and converting complex procedures into clear visual steps. It aims to achieve higher first-time quality through process validation. Additionally, it empowers the workforce with rapid learning, engages a digital-first generation and provides quick procedure refreshers for retraining. The solutions further ensures precision and compliance by delivering accurate process information, capturing expert knowledge and enabling digital validation for traceability.

This intuitive process introduces validation and quality control, ensuring greater precision. 

In a pilot program with Vertical Aerospace (Bristol, U.K.), the incorporation of Click Bond XR-guided installation reduced a scheduled 3 weeks for an assembly task to just 5 days, eliminating manual measurements and the creation and placement of cumbersome alignment templates. Vertical Aerospace also incorporated Click Bond XR for adhesive-bonded fastener location and placement, which slashed setup, installation and validation time for thousands of components, cutting weeks of labor and time.

Looking ahead: Innovation and integration

Next-generation single-aisle (NGSA) commercial aircraft programs will require supply chains that allow them to produce as many as 100 aircraft per month — a big step up from the status quo of 58 A320s per month and 40 737s per month. In addition, as advanced air mobility (AAM) aircraft achieve qualification and advance toward commercialization, eVTOL manufacturers are targeting rates closer to those seen in automotive manufacturing than in traditional aerospace. 

By automating surface preparation and adhesive applications, Click Bond automated bonding systems aim to reduce installation time, improve consistency and enhance operator safety.

As composites move deeper into mainstream aerospace structures — from commercial single-aisle wings to eVTOL structures — the need for fastening methods that preserve structural integrity while supporting high-rate production will only grow. 

While Click Bond’s products and guided installation work independently and aren’t required in order to be reliable, its legacy technology is a perfect match for using automation technologies to scale up. The company continues to push the boundaries of bonded fastening through research and partnerships.

One example of the ways Click Bond is continuing to expand its scientific expertise is its recent acquisition of Brighton Science (Cincinnati, Ohio, U.S.), a company specializing in surface intelligence and adhesion-measurement technology. The acquisition aims to enhance Click Bond’s capabilities in delivering scientifically validated bonding solutions, enhancing reliablity and scalablity for a variety of industries.

The company is also exploring new adhesive formulations, advanced robotic platforms and deeper integration of digital workflows. Future systems may incorporate machine vision, AI-driven inspection and closed-loop feedback to further enhance reliability. Additionally, Click Bond is collaborating with standards bodies and OEMs to codify bonded fastening practices, ensuring compliance with aerospace’s rigorous certification requirements.

The company envisions full closed-loop integration, says Perez, where systems not only guide installation but also self-verify adhesive cure, record bond quality metrics and feed data into digital twins of aircraft structures.

“This is the power of full closed-loop integration,” he points out. “We envision complete integration of all of your current processes, your inspection reports, your training, your validation, your verification, and then feed it all back into that digitized set of documents that’s going to carry on with the life of that airframe.”  

Professional networks such as the SAMPE regional chapter provide a supporting infrastructure for collaboration and innovation. Source (All Images) | CW

It’s that time of year when industry events begin to fill the calendar — I expect many of you are reading this while en route to JEC World in Paris. The trade shows and technical conferences we attend in the first few months of the year often set the tone for the overarching narrative thread that runs through the content CW reports on. Unsurprisingly, many of the conversations I’ve been having lately revolve around the defense market.

A recent event, Toray’s Industry Tech Day in Decatur, Alabama — co-hosted with the SAMPE Carolinas and newly formed SAMPE Tennessee Valley chapters — was a great example of this, offering insight into the role carbon fiber is playing in defense applications. In concept, the event was a plant tour paired with a handful of technical presentations. However, it also served as a demonstration of how global materials suppliers are positioning themselves within the U.S. defense industrial base and the ways in which regional professional networks provide a supporting infrastructure for collaboration and innovation.

Lieutenant General (Ret.) David Bassett emphasizes the need for speed and readiness in the defense manufacturing supply chain. 

Lieutenant General (Ret.) David Bassett, senior counselor at the Cohen Group and former director of the Defense Contract Management Agency (DCMA), set the table for the event by pointing out that defense industry demand has surpassed the traditional slow, steady and bespoke approach to fabrication of parts and structures used in defense applications. The Pentagon and Congress are now signaling production speed and quantity — all while emphasizing the same level of quality as more traditional approaches. For composites and carbon fiber, this level of readiness means multisite, defense-aligned carbon fiber capacity built not for yesterday’s steady-state programs, but for tomorrow’s surge requirements.

Toray’s Alabama facility has been producing carbon fiber since 1999. It is a fully integrated site, taking acrylonitrile in the gate and sending carbon fiber out the door, with polymerization, spinning and carbonization all on one campus. The facility produces a range of carbon fiber products, from long-standing workhorse fibers to flagship aerospace grades.

Toray’s Decatur, Alabama, facility produces a range of carbon fiber products, from industrial grade standard modulus fibers to intermediate and high modulus aerospace grades. 

The plant is one part of Toray’s multisite strategy. The company’s Spartanburg, South Carolina, plant — built starting in 2015 and in production since 2018 — provides redundancy, additional capacity in the thousands of metric tons per year, and room to grow, with roughly 300 acres available for future lines. Toray has engineered the Decatur and Spartanburg facilities to make the same products to the same specifications as Toray sites in Japan, Korea and France. Backing this are AS9100 certification, Nadcap accreditation and regular global coordination among production and quality teams to harmonize processes and best practices. The overall goal is to qualify products across multiple lines and plants for designated programs, so that a disruption at one site doesn’t reset the qualification clock. Such redundancy at a material level is key for scaling up production for defense and high-end aerospace customers.

Toray Advance Composites head of business development, AAM and DOD, Anastasia (Stacy) Biel.

In an evening technical presentation, Anastasia (Stacy) Biel, Toray Advanced Composites’ head of business development for AAM and DOD, gave an overview of the evolution of the company’s various fibers from standard modulus to high modulus grades, emphasizing the company’s T1100 — an intermediate modulus fiber that combines tensile strength with stiffness, targeting missiles, launch structures and satellites.

Additional featured presentations included a talk by Matthew Pech of Lindau Chemicals on a process for highly efficient UV-activated curing for carbon fiber composites, and a presentation by Ian Muceus, co-founder and CTO of modular unmanned autonomous systems company Firestorm, which emphasized the use of 3D printing for drones using a deployable semi-automated manufacturing system. These topics further underlined the focus on increasing demand for high-rate production processes and even in-the-field fabrication of parts for defense applications.

As composites have been increasingly adopted as a material solution, the demand for faster production will only continue to grow. As we look ahead, it will be crucial to invest ahead of demand, design for redundancy and resiliency, and build the necessary networks to move fast without cutting corners. Organizations like SAMPE are working to help support the evolution of high-rate solutions that can make this possible, and work at the chapter level plays an important role in fostering collaboration within geographic regions.

Source | Cevotec GmbH

Cevotec GmbH (Munich, Germany) presents new fiber patch placement (FPP) capabilities designed to help aerospace suppliers automate composite aerostructures that have remained manual despite years of automation efforts.

Positioned as the bridge between automated fiber placement (AFP) and hand layup, FPP enables robotic lamination for complex 3D geometries, variable-thickness regions and mixed-material assemblies — applications that typically fall outside AFP’s process window and become production bottlenecks at scale. 

At JEC World 2026, Cevotec introduces an aerospace demonstrator highlighting advanced layup features representative of secondary aerostructures produced in series environments. This demonstrator showcases high-precision robotic placement on complex geometries, with fiber and patch architectures not achievable using continuous-tow AFP systems.

Beyond this demonstrator, Cevotec draws on a portfolio of existing, application-driven aerospace demonstrators that underline the maturity of FPP for complex aerostructures. These include:

• An HTP fairing demonstrator, developed together with GKN and other partners under a grant-supported project, addressing complex geometry, local reinforcements and multi-material interfaces.
• A radome-inspired demonstrator, illustrating controlled fiber architectures and robust material handling for demanding functional and structural requirements.

These reference applications represent a broad range of high-value Tier 1 use cases, including radomes, nacelle structures, fairings, spar and rib reinforcements, and localized reinforcements in hybrid assemblies.

By enabling automation where it previously failed, Cevotec says that FPP supports suppliers in addressing key industrialization pressures:

• Scaling to higher production rates for current and upcoming single-aisle programs.
• Achieving cost and margin targets despite increasing volumes.
• Improving first-pass quality and reducing scrap and rework.
• Reducing reliance on manual, ergonomically challenging layup operations.
• Strengthening their technological readiness for next-generation aircraft platforms.

Cevotec’s FPP technology is implemented on its Samba Series systems, combining high-rate robotic motion with precise placement of load-oriented fiber patches, in a variety of sizes. The systems support:

• Load-path aligned fiber architectures with adjustable gaps/overlaps.
• High-precision, direct 3D layup within tight tolerance on intricate surfaces.
• Processing of difficult-to-handle materials, including dry fibers, prepregs, film adhesives and hybrid stacks.
• Vision- and sensor-based real-time process monitoring for placement accuracy and quality assurance.

This enables robust, repeatable automation for applications where previous automated layup approaches proved impractical. Based on a modular design approach, Samba Series systems can be configured and customized to match the application.

In addition to standard configurations for applications in aerospace and composite tank reinforcements, Cevotec introduces another innovation: A retrofit kit for existing robots, enabling access to FPP layup capabilities for user like R&D institutes and universities with compatible robots and small budgets.

Cevotec offers free-of-charge FPP manufacturing feasibility checks during JEC World, enabling aerospace suppliers to quickly assess automation potential for specific parts. Detailed ROI evaluations can follow for shortlisted applications, supported by Cevotec’s engineering and industrialization experts.

In addition to aerostructures, the company also highlights localized reinforcement solutions for composite tanks and pressure vessels, applying FPP to strengthen load-critical areas.

Tier 1 suppliers and OEM representatives interested in discussing specific applications are invited to book a meeting.

Visit Cevotec at Booth M99 in Hall 5.

Source | LTA Research

In May 2025, LTA Research (Mountain View, Calif., U.S.) began flight testing its Pathfinder 1 airship at Moffett Field in Mountain View, California, marking the return of rigid airships after more than 80 years. The geodesic framework visible in this interior view demonstrates how advanced composites enabled this achievement. The structure comprises nearly 10,000 hollow carbon fiber tubes connected by 3,000 precision-welded titanium hubs, creating the skeleton for what is currently the world’s largest flying aircraft, measuring 400 feet in length.

Kilwell Fibrelab (Rotorua, New Zealand) manufactured the tubes using a roll-wrapping process with Toray (Tokyo, Japan) aerospace-grade carbon fiber prepreg, including both spread tow plain weave intermediate modulus and unidirectional high modulus materials. The two standardized tube configurations underwent a high-temperature cure cycle, and the manufacturing facility implemented a comprehensive data tracking system to meet aviation standards.

The CFRP tubes provide critical weight savings while delivering the compressive strength needed for the airship’s 13 mainframes. This material selection allows the rigid structure to support the propulsion, navigation and safety systems of the modern airship, validating the composite-intensive design approach for lighter-than-air vehicles.

Read more about the airship in CW’s “Next-generation airship design enabled by modern composites.”

Cirrus Aircraft launches the new G3 Vision Jet featuring a seamless composite monocoque (lower right) and new interiors. Source | Cirrus Aircraft

Cirrus Aircraft (Duluth, Minn., U.S.) has introduced the next evolution of its jet product line with the Generation 3 (G3) Vision Jet, revealing a reimagined interior with premium materials and an expanded seating option for six adults, as well as ATC Datalink and more than 30 other refinements.

The Cirrus G3 Vision Jet (previously known as the Vision Jet SF50) is a single-engine, low-wing monoplane that uses carbon fiber composites for its entire airframes — including the fuselage and wing structure, read “VBO prepregs: The Vision SF50” — and features an above-fuselage rear engine, a sleek V-tail design and retractable landing gear. The single-piece composite airframe shell design improves durability and allows for increased passenger cabin space and structural integrity. (Learn more about the Vision Jet’s composite construction from Isabel Goyer's tour of the factory in Flying magazine.)

“The G3 Vision Jet is a testament to our relentless innovation, continued investment in Personal Aviation and our owners who want to travel efficiently with award-winning safety features — the Cirrus Airframe Parachute System and Safe Return Emergency Autoland — for peace of mind,” says Zean Nielsen, CEO of Cirrus. 

The G3 Vision Jet cabin supports expanded mission capability with pilot and passenger comfort in mind. Now the G3 can seat a total of seven occupants (six adults, one child) with the Premium and Arrivée trims or Xi Designed aircraft. The cabin showcases newly designed seating, tray tables, personal device mount locations and interior aesthetic enhancements to create a flexible, productive and streamlined environment able to adapt to every mission. Cabin aesthetic upgrades are available.

The G3 Vision Jet also adds Perspective Touch+ flight deck features to reduce pilot workload, increase safety and maximize productivity including ATC Datalink, automatic database updates, alerts-linked checklists, taxiway routing and 3D SafeTaxi, and Cirrus Spectra wingtips and lights.

According to Simpleflying.com, the first Vision Jet prototype flew in July 2008, and received FAA type certification in 2016. The first production jet was delivered in December 2016, and just 2 years later, it became the most-delivered business jet. In December 2024, Cirrus Aircraft celebrated 600 deliveries of the Vision Jet, noting that in just over 8 years it has delivered an average of 75 aircraft/year or ≈6/month. As of 2026, more than 700 Vision Jets have been delivered.

Source | Climate Impulse YouTube video

What happens when you deliberately push a composite airplane wing to its absolute limits? The Climate Impulse engineering team finds out in this latest YouTube video where they perform a full-scale structural test of the wing’s main spar (materials supplied by Syensqo), the “backbone of Climate Impulse.”

The goal was to validate months of calculations, simulations and composite design under worst case flight loads, a critical step in the development of a hydrogen-powered airplane. In operation, the wing must withstand extreme forces encountered in flight, such as gusts and turbulence, while remaining lightweight to ensure optimal performance.

During the test, the team applied a load corresponding to the most severe conditions the aircraft could face, and results were outstanding. The spar held perfectly, validating both the quality of the composite materials and the precision of Climate Impulse’ engineering. 

Following this success, the team is moving forward with manufacturing the final wing structures for the aircraft. 

Climate Impulse aims to achieve the first nonstop, zero-emission flight around the world using a green hydrogen-powered airplane. This project, led by Bertrand Piccard and Raphaël Dinelli, demonstrates that innovation can reconcile ecology and performance, inspire collective action and pave the way toward sustainable aviation and a sustainable economy. Learn more about the project in this video.

Source | Adobe Stock/Hexagon Agility

On Feb. 12, Hexagon Agility (Costa Mesa, Calif., U.S.), a business of Hexagon Composites (Ålesund, Norway) and a provider of compressed natural gas (CNG) fuel systems, received an inaugural order from a commercial aerospace company to deliver high-pressure Type 4 carbon fiber cylinders.

The order has an estimated value of ≈7 million (NOK 70 million). The cylinders will be produced at Hexagon Agility’s facility in Lincoln, Nebraska, and will be delivered throughout 2026.

“Aerospace applications represent one of the most demanding environments, and this order reflects the innovation, dedication and engineering excellence behind our technology,” says Brad Garner, CTO at Hexagon Agility.

The company’s (renewable) natural gas bulk distribution systems of compressed gases, Type 4 composite natural gas cylinders and (renewable) natural gas fuel systems are supporting a variety of commercial vehicles and bulk gas transportation applications. The latest was an order for CNG trucks in Mexico, but Hexagon Agility’s solutions also sweep across North America and support international customers as well.

Source | CompPair

CompPair Technologies Ltd. (Lausanne, Switzerland) announces a cooperation agreement with core materials provider Diab (Laholm, Sweden). The partnership focuses on healable sandwich structures, combining Diab’s Divinycell core materials with CompPair’s HealTech ultra-fast composite repair technology. These solutions make it possible to recover from impact and target both exterior and interior aerospace applications, and a wide range of industrial and mobility solutions, improving durability and reducing repair time and maintenance costs.

Diab has long led the development and commercialization of foam core materials for composite sandwich panels, while CompPair brings extensive experience in healable composites and their integration with various core structures. Since 2025, the two companies have collaborated to combine CompPair’s healable skins with Diab’s foam cores for applications where durability, repairability and performance are essential. 

The collaboration has already validated the healing value of CompPair’s HealTech solutions and their compatibility with a wide range of sandwich structures using Divinycell foam cores, including HT (PVC), F (PES) and PR (PET) categories. Typical applications include aircraft interior panels, aircraft fairings, radomes and sandwich body panels for trucks and caravaning. Common impact scenarios include hail and luggage impacts as well as tool drops, occurring during manufacturing or in service. The different use cases and healing methods have been validated through impact testing at various energy levels, mechanical testing and fire testing in line with industry requirements.

Across these use cases, the material systems demonstrated strong and consistent technical performance, including effective healing behavior, reliable skin adhesion with cohesive foam failure and robust flammability performance. The ultra-fast repair procedure enables rapid restoration of structural performance, significantly reducing maintenance costs, downtime and operational disruption, while also delivering environmental benefits through extended component lifetime.

Looking ahead, Diab and CompPair will continue to advance new commercial applications of healable composite solutions, unlocking greater operational efficiency and enhanced material performance.

Source | Continuous Composites

Continuous Composites (Coeur D’Alene, Idaho, U.S.) was awarded a $1.25 million contract through the AFWERX Manufacturing Challenge in January 2026 to advance next-gen joining and stiffening approaches for aerospace structures.

CF3D is a digitally driven manufacturing process enabling the automated and highly scalable production of continuous fiber composites with precise steering, rapid UV curing and optimized designs. This project applies those capabilities to a persistent challenge in lightweight airframe design: increasing structural strength and stability while minimizing weight. The effort evaluates how CF3D can form load-bearing stiffeners bonded onto composite panels or integrated during panel fabrication.

“This award reflects the growing recognition of CF3D as a foundational capability for future aerospace structures,” says Steve Starner, CEO of Continuous Composites. “When fiber steering, rapid curing and computational design operate as a single system, we gain the ability to tailor structural behavior with precision. That level of control is essential for meeting the aggressive performance and weight demands shaping modern airframe development.”

The contract builds on earlier evaluations where CF3D was investigated for stability challenges in unmanned aerial systems. By integrating stiffeners optimized for optimal strength-to-weight ratios, surpassing the performance of conventional composite approaches, the effort advances structural capabilities for defense and aerospace platforms.

AFWERX, the innovation arm of the Department of the Air Force, established the Manufacturing Challenge to accelerate the transition of emerging manufacturing methods into operational use. The selection of Continuous Composites reflects increasing defense interest in CF3D as an enabler of lighter, mission-scale structures that meet the air worthiness constraints of DOD programs.

This 15-month effort will inform joining strategies and broader applications across the CF3D ecosystem, including CF3D Enterprise hardware, CF3D Studio software, as well as PolyMat and CeraMat material families.

Source (All Images) | Demgy Group

The Demgy Group (Saint-Aubin-sur-Gaillon, France) is presenting its 2025 results, outlining its 2026 growth strategy and is highlighting a strengthened portfolio of thermoplastic (TPC) and thermoset composite  technologies for aerospace, medical, defense and high-performance industrial markets.

Demgy is reporting 2025 as a milestone year with the acquisition of Tool Gauge in the U.S., which became Demgy Pacific. This strategic operation that followed the integration of Demgy EIS in Germany has significantly strengthened the group’s position in the aerospace market, which now accounts for around two-thirds of the company’s turnover. As a result, Demgy acts as a Tier 1 and Tier 2 supplier of major aircraft programs — including Boeing and Airbus — with its plastic and composite aircraft interior parts expertise.

With a consolidated revenue of approximately €125 million ($146 million) — one-third is generated in the U.S. and two-thirds in Europe — the group’s growth has been driven by strong momentum in the aerospace, defense, medical and luxury sectors, despite a marked slowdown in automotive. Demgy has also doubled in size in 5 years, both in terms of revenue and headcount, and has significantly expanded its international footprint.

For 2026, Demgy is targeting revenue of €137 million ($160 million), while maintaining profitability to fund continued investment and innovation. Strategic priorities include:

• Finalizing the integration of Demgy Pacific, following the successful integration of Demgy EIS, in order to maximize industrial and commercial partnerships between the European and American sites.
• Further strengthening of its aerospace and defense leadership, capitalizing on market growth, Boeing’s recovery and increased efficiency between the group’s sites.
• Acceleration in the medical sector with the doubling of Demgy Chicago’s clean rooms and the transformation of the Demgy Frasne workshop into a 100% ISO 8 clean room, including ISO 7 production and assembly stations, as well as the upcoming launch of a new clean room at Demgy Atlantique.
• Sustained investment at approximately 7% of revenue to enhance competitiveness, innovation and carbon reduction.

To support this next phase, Bastien Beley has been appointed chief development officer (CDO), working alongside president and CEO Pierre-Jean Leduc and COO Emmanuel De Battista, to drive business development, marketing, innovation and external growth.

Thermoplastics and thermoset composite solutions

At its booth, Demgy is presenting a comprehensive range of TPC and thermoset composite solutions developed for major OEMs, Tier 1 and Tier 2 suppliers. The focus is on high-performance material, lightweight and function-integrated components designed for serial production.

Technologies on display include:

Press&Make. Demgy’s proprietary process for advanced TPC forming. Designed for repeatable, high-rate manufacturing, the technology enables the shaping of high-performance composites such as self-reinforced polypropylene (SRPP).

High-precision additive manufacturing (AM) combined with functional metallization (plastronics). This process enables structural components to incorporate electrical conductivity. The capability is demonstrated in a Smart Plastic Drone Demonstrator, produced through AM and integrating advanced functional features within a lightweight structure.

Engineering for eXtreme offering. Demgy’s expertise in the distribution and processing of very high-performance polymers (PEEK, Torlon, Vespel).

Natural fiber composite solutions developed through its dedicated Flaxcomp technology.

Drake Plastics, Demgy Group partnership

Drake Plastics Ltd. Co. (Cypress, Texas, U.S.) and Demgy are partnering to develop high-performance polymers. The combination of each company’s application development, production and market coverage capabilities will offer the European market:

• Unique capabilities for extruding ultra high-performance polymers into semi-finished shapes.
• Expertise in the transformation of very high and ultra high-performance polymers thanks to Demgy Group’s historic know-how in high precision machining, injection, thermoforming and metallization.
• Extreme-performance polymers available via its digital platform buypolymers.demgy.com.

Series of production components on display

A series of finished aerospace interior components are also on display, further underlining Demgy’s serial production credentials. Exhibits include: an Airbus Atlantic composite dashboard; injection molded seat components and arm rests; composite aircraft dividers; and aircraft security parts such as emergency signage equipment produced through high-precision injection molding.

Together, these parts illustrate the group’s ability to deliver certified, flight-ready components combining structural performance, aesthetic quality and industrial efficiency.

Visit Demgy Group at Booth B31 in Hall 6.

From left to right: Henri Perrin and Régis Vaudemont (left image). Source | Luxembourg Institute of Science and Technology (LIST)

The Highly Loaded Thermoplastic Wing Rib demonstrator project combined advanced simulation, manufacturing and assembly techniques to demonstrate the feasibility of thermoplastic composite (TPC) wing ribs for future commercial aircraft programs. The program was launched in 2021 by Tier 1 aerostructures supplier Daher (Nantes, France) in close collaboration with partners including Victrex, the Luxembourg Institute of Science and Technology (LIST), Cetim, AniForm and the DGAC (French Civil Aviation Authority).

Building on the Wing of Tomorrow program established by Airbus, Daher focused its work on wing ribs for the optimization of cost, weight and carbon footprint. The award-winning rib is made of carbon fiber‑reinforced thermoplastic (CFRTP) composite and features a significant thickness — up to 64 plies (12 millimeters) — to meet the performance and production rate requirements of aircraft manufacturers.

Innovation highlights

Optimized design. Integration of optimized ply drops, reduced joining surfaces and a proven stiffener‑less geometry to improve the mass‑to‑cost ratio.

Direct stamping (Daher patented technologies). Elimination of a consolidation step between layup and stamping, reducing cycle time and manufacturing cost.

Infrared welding (LIST patented process). Fast assembly of the two L-shaped components to form the T‑shaped rib; weight reduction by eliminating rivets.

The program’s achievements pave the way for a new generation of sustainable, high-performance aircraft structures, including:

• 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.

Patented infrared welding

Within the project, the Structural Composites Unit at LIST played a key technological role by developing and applying its patented infrared welding process, which enables the rapid and lightweight assembly of thick CFRTP components. This welding solution makes it possible to assemble two L-shaped parts into a T-shaped wing rib without mechanical fasteners and contributes to weight reduction, cost efficiency and recyclability.

The wing rib demonstrator addresses several strategic challenges faced by the aerospace sector, including high-rate production and structural performance requirements as well as the need to reduce environmental impact. This structural wing rib demonstrates how advanced materials and innovative processes can replace conventional aluminum solutions.

Emuge-Franken USA’s expanded Self-Lock threading tools line includes additional Threads-All / Aero Thread Mills available in 2 × D and 3 x D sizes. Additionally, the Emuge High Ramp Precision Thread Gages line for gaging Self-Lock thread profiles has also been expanded.

The Threads-All / Aero Self-Lock Thread Mills feature helical flutes, multiple teeth and a TiAlN-T46 coating, making them well suited for demanding industry applications such as aerospace, where materials like nickel alloys, titanium and stainless steel are common. According to the company, the specialized design enables three tooth pitches to simultaneously rough and finish-cut threads, increasing tool life and reducing cycle times.

Marlon Blandon, thread milling product manager at Emuge-Franken USA, says, “Offering a proven thread design that has been successfully working in thousands of safety-critical applications, we are pleased to provide a substantially broadened line. For high-stress situations, Self-Lock produces an internal thread that yields a self-locking screw connection that can be used repeatedly.”

The specialized profile of the Self-Lock thread enables an even distribution of stress over the entire thread length, helping to eliminate slippage.

Source (All Images) | Suprem

When I first started writing about in situ consolidation — where thermoplastic composite (TPC) tape is consolidated during automated fiber placement (AFP) without secondary consolidation in an oven or autoclave — the companies I interviewed often described how this process requires very high-quality tape and then noted that Suprem SA (Yverdon-les-Bains, Switzerland) supplied the best quality materials. I have heard the latter said again in many different conversations, but I didn’t really know much else about the company.

Suprem embodies the essence of composites — an ability to use practically any fiber and thermoplastic polymer to make high-performance composite materials tailored to each application and parts manufacturer’s process across multiple markets. The company is now moving more into traditional aerospace, in response to an OEM’s request, explains Suprem CEO Steven Lamorinière. “Although this is a standard product, as has been requested, what we want to also provide is something new, including material formulations that large companies cannot or do not want to produce, in small and large volumes.”

A history of quality

Suprem started in 1987 within Sulzer Innotec AG, a large engineering company in Switzerland. “The name Suprem came from Sulzer Prepreg Materials,” notes Lamorinière. “After APC-2, ours were some of the first materials to be made into TPC prepreg.”

From the beginning, Suprem used slurry impregnation, he explains, “which gives a more uniform product with less porosity and higher quality. We also do not make wide tape that is then slit down to the final width but instead make towpregs — individually impregnated tows — from 1- to 158-millimeters-wide.”

Suprem supplies into the highly regulated medical implant industry, where its TPC materials help to enable more efficient treatment of tumors.

“We do have a few customers working in aerospace,” notes Rodolphe Henri, account manager at Suprem, “but the majority are supplying into industrial applications like pumps, electrical motors and pressure vessels. We are also quite involved in medical instruments and implants through our sister company, icotec AG.” He adds this was why Suprem was acquired and set up as its own business in 2007. “We supply materials to icotec and are certified to manufacture medical semi‑finished products, which is very unique worldwide. Our materials are used for spine implants, not only because they are translucent to X‑rays — allowing clear imaging for diagnosis, monitoring and follow‑up — but also because their tailored mechanical properties enable a lower stiffness compared to metal implants. This more bone‑like behavior supports improved load sharing and provides high fatigue resistance for long‑term spinal stabilization.”

Note, the certifications Suprem has achieved for these medical applications are just as demanding as those for aerostructures, except in addition to performance, quality and traceability, there are additional requirements for biocompatibility, cleanliness/contamination control and compliance with health regulations, as well as ongoing internal and surveillance audits. Such certifications are far from one-time events. This helps to explain Suprem’s innate propensity for high quality.”

“We are a privately owned company, part of a large group in Switzerland,” says Lamorinière. “This gives us a firm basis from which we can be very flexible and invest for the right business case. To help each customer achieve high performance, we are not attached to one type of fiber or grade of polymer.”

Myriad materials, tailored towpreg for automation

Suprem is different from many other thermoplastic tape manufacturers, says Lamorinière. “Instead of focusing on large-supply contracts, we have so far targeted mainly lower volumes, with roughly 900 different variants of tapes we have made.” These can use carbon and glass fiber (CF, GF) or aramid, basalt and pitch carbon fiber with matrices ranging from PA11 and PA12 to PES, PPS, PEEK, PEKK, LM-PAEK and thermoplastic polyimide (TPI). “One day we could be working with GF/PA tape and the next day we could be making CF/PEEK tape,” he adds.

Suprem tailors towpreg not only for specific fibers and polymers but also tune width, thickness and fiber volume to meet specific product, process or automation needs. 

“We not only customize in terms of fiber and polymer but can also tune the width, thickness and fiber volume content,” notes Henri, “to meet the needs for customer manufacturing requirements to achieve specific automation and/or in situ consolidation.” He adds that the majority of Suprem’s customers use tape winding where in situ consolidation has been standard for decades, some of them with high pre-tension loads.

“We are trying to push more towpreg for AFP machines,” says Lamorinière, “because it offers greater uptime compared to slit tapes due to less cleaning and breakdowns from cut fibers and torn edges created during the slitting process.”

“Our products are made to be plug-and-play in the machine and that is a big advantage,” adds Henri. “You can simply press the ON button and don’t have to worry how the process will go. We also have a homogeneous surface which is important for the laser heating in AFP or winding. And we have no splices, so you don’t have to take time to avoid them.”

This is another commitment Suprem has made to its customers. “We are formatting and packaging reel-to-reel rather than trying to splice so that we can carry on with a continuous process,” explains Lamorinière. “With splices, we could increase our operational effectiveness, but then our customer’s productiveness would be negatively impacted as they would have to remove them, because the double thickness in the material doesn’t work for most processes.”

3D printing filaments, rods and profiles

Suprem also produces TPC filaments for 3D printing, rods and shaped profiles. “The rods are used mostly in medical applications, but there are also industrial uses,” says Lamorinière. “And we also make Filaprem continuous carbon fiber filaments for the FFF process.” Fused filament fabrication (FFF) is a type of fused deposition modeling (FDM) printing process that uses continuous fiber reinforcement.

At one time, there were quite a few continuous fiber additive manufacturing (CFAM) technology companies (see “3D printing with continuous fiber”), but the technology and market is challenging. Even so, the U.S. Air Force continues to spend millions trying to develop the technology for fast, flexible manufacturing. And multiple companies are still advancing the technology including Markforged, moi composites, CEAD, Addcomposites, APS, Continuous Composites, Mantis Composites, Venox and Electroimpact via its SCRAM technology.

TPC tanks, process know-how

 

Suprem has participated in industry R&D projects across a range of applications including hydrogen storage tanks (THOR project), surfboard fins (FCS H4 Surf Fin) and 3D printed structures (EmpowerAX Additive Extrusion).

Suprem has been involved in winding TPC pressure vessels for more than a decade, including projects for space applications. “More recently, we have three to four projects with different companies looking at hydrogen storage for aerospace, space and transport applications,” says Lamorinière. “Compared to traditional thermoset epoxy materials, we see a real advantage in productivity, enabling more throughput with the proven advantage of tailoring [e.g., fibers, polymers, fiber volume, width and thickness] making it possible to select the right balance between performance and manufacturing costs.” TPC may also aid with recyclability.

But wouldn’t all pressure vessels use the standard Toray T700 or T800 carbon fiber or an alternative with equivalent properties? “Not necessarily,” says Lamorinière. “It depends on the tanks and final application. All the fibers from different suppliers behave differently. Because of our experience with most raw material suppliers, we can make recommendations. Even PEEK is slightly different from one supplier to the next — some are better for certain processes or applications. This is also true for other applications, such as motor sleeves or industrial applications.”

"And some polymers are better in combination with certain fibers than others,” he adds. “Once you’ve worked with all of them, you can definitely appreciate the difference, and can also see the translation of that benefit into how to make parts. We know quickly if a material combination is going to be good or if you’re going to have problems in your processing and we know how to address the process to make it work. Part of this comes from decades of switching between different fibers and polymers.”

Digitization, future opportunity

What about digitization? “We’ve actually done that for years because we’re quite self-integrated as a company,” says Henri. “Digitizing the systems makes it easier for traceability. As we move forward, we continue to increase automation and digitization to achieve real value, but we also draw on all the knowledge we have developed over the years and embody that in our new technologies and products to ensure consistency and quality.”

Suprem towpreg in a Mikrosam automated placement system for aerospace applications. Source | Mikrosam

“We have data that shows how consistent our products are, but it is also very easy for customers to see within minutes of running our materials,” says Lamorinière. “And that really is our focus. When customers bring their problem or application or objective to us, we do the R&D and look not only at our catalog but also at new materials to develop the product that works for their process. For example, when PEEK does not provide a high enough service temperature, we can use TPI, and we can also work with new polymers or fibers that are not yet available commercially through toll manufacturing. We know how to evaluate and can industrialize materials for specific processes in a short timeline.”

“We have now received AS9100 certification,” he continues, “And we will enter into the aerospace, space and defense markets. But we are also continuing to grow a wide variety of  other applications, from sporting goods to industrial to medical. We are producing high-quality, consistent towpregs and semi-finished products that enable efficiency in production and the ability to produce parts right the first time. We see an increasing future and need for that capability.”   

FACC’s state-of-the-art ATL prepreg laying system is used in the production of aerostructures. Source | FACC/Bartsch

FACC (Ried im Innkreis, Austria) is looking back on a successful 2025 financial year and is consistently continuing its sustainable growth course. Despite a global market environment that remains dynamic, achieved revenue was the highest revenue in the company’s history, with an increase of 11.3%.

More specifically, group revenue rose to £984.4 million in the 2025 financial year (2024: £884.5 million). Despite high site costs in Austria due to a sharp increase in personnel and energy costs compared to the global environment, the operating result (EBIT) increased noticeably by 49.4% to £42.3 million. The EBIT margin thus improved from 3.2% to 4.3%. In addition, all divisions — Aerostructures, Engines & Nacelles and Cabin Interiors — made a positive contribution to earnings.

FACC says key drivers includes the group-wide efficiency enhancement program CORE, which has been implemented since autumn 2024, as well as positive effects of its new site in Croatia. All measures introduced are already having a clear effect, counteracting the sharp rise in location costs in Austria and strengthening the company’s competitiveness.

Despite the strong increase in revenue, the number of employees remained almost constant at 3,907 FTE (+56 FTE). This underlines the successful implementation of efficiency measures and the increasing productivity within the group. At the same time, FACC remains an important employer and technology driver in Austria.

For the 2026 financial year, management expects a further increase in revenue between 5% and 15%. The limited availability of critical aircraft systems — especially engines — continues to be a key issue for the civil aviation industry. FACC estimates for the 2026 financial year take these effects into account. Revenue planning is based on conservative assumptions.

FACC management monitors developments in OEM requirements and in the supply chain very closely and can react flexibly and at an early stage if necessary. In 2026, the focus will continue to be on the group-wide implementation of CORE and optimization of the supply chain structure, all of which is expected to further improve the EBIT margin. 

The audited annual results for 2025 will be published March 25, 2026.

Source | Dassault Aviation

Dassault Aviation (Paris, France) has announced that it will formally unveil its next-generation business jet, the Falcon 10X, on March 10, 2026, a milestone in the program’s development.

The rollout event — to be followed by an intensive flight-testing campaign — is part of Dassault’s plan to advance toward type certification ahead of customer deliveries. The announcement, shared by Aviation Week, confirms the date and underscores the company’s intent to accelerate progress on what will be its largest and most capable business jet to date.

According to the Aviation Week report, the rollout is expected to bolster Dassault’s sales momentum, with the company reporting 31 Falcon business jet orders in 2025, up from 26 in 2024, and a year-end backlog of 73 aircraft. The Falcon 10X itself is an ultra-long-range, twin-engine business jet designed for a 7,500-nautical-mile range. It uses carbon fiber composites, specifically for its high-speed, long-range wing design. Leveraging technology from the Rafale fighter jet, this marks the first time Dassault has used composite wings on a civil aircraft.

While earlier plans had targeted deliveries as early as 2025, these schedules have shifted due to supply chain challenges and Dassault’s intensified focus on other programs.

The Falcon 10X program continues to advance toward certification and eventual entry into service. Rolls-Royce has completed its flight trials of the Pearl 10X engines, which are rated at 18,000 pounds of thrust, and delivered the first engines to Dassault. Other reporting by AINonline.com indicates final assembly of early prototypes is underway with ground testing in progress, and flight testing expected to begin in 2026, positioning the aircraft for a 2027 service entry target.

Source | Fraunhofer IGCV

Fraunhofer Institute for Casting, Composite and Processing Technology IGCV (Fraunhofer IGCV, Augsburg, Germany) is presenting how sheet molding veil (SMV) — a composite material designed to replace traditional sheet molding compound (SMC) — enables lightweight, cost-efficient solutions for geometrically challenging and structurally demanding structures and beyond.

In 2025, the team presented an SMV helicopter door shell, demonstrating how geometrically demanding composite structures can be manufactured efficiently, flexibly and at scale using discontinuous fibers for a specialized nonwoven material, with fiber volume contents greater than 40%. This helicopter door was developed within the research project LIGHT, funded by the Bayerisches Staatsministerium für Wirtschaft, Landesentwicklung und Energie within the BayLu program (read more about it here).

This year, the door is back — and on display at the JEC Innovation Planet (Booth D119, Hall 6). The Fraunhofer IGCV team is also available to talk composites, manufacturing innovation and what’s next for aerospace structures. 

Fraunhofer IGCV stands for application-oriented research with focus on efficient engineering, networked production and smart multi-material solutions. Fraunhofer IGCV aims (1) to combine R&D in the areas of lightweight casting technology, fiber composites and automated production, (2) to develop innovations for the industry and (3) to drive interdisciplinary research in automotive engineering, aircraft construction as well as mechanical and plant engineering.

Visit Fraunhofer IGCV at Booth L142 in Hall 5.

In its 30-plus-year history, Utah-based Nammo Composite Solutions (facility pictured in top image) has evolved its operations to meet the current needs of the industries it serves, from highly specialized filament winding (bottom right) to braided preforms (bottom left) to out-of-autoclave (OOA) processing for the manufacture of defense and aerospace components from rocket motor cases to reflectors (bottom middle). Source (All Images) | Nammo Composites Solutions LLC

The ability to adapt as market needs change and develop is key to many small- and medium-sized manufacturers’ success over time. This has certainly been the case for Nammo Composite Solutions LLC (Salt Lake City, Utah, U.S.), a 2025 CW Top Shops honoree, which has evolved over its 30-plus-year history from an industrial pipe filament winder to a full-service aerospace and defense fabricator — while managing to stay true to its core filament winding origins.

The company was started as Composite Solutions in 1991 by founder Brian Lundy. At the time, he was doing consulting work for a variety of industries from offshore oil and gas to sail boat racing. A California-based marine client was looking for ways to produce its sail boat rudders using filament-wound composites. “In response, Lundy developed a new filament winder that was CNC-driven instead of CAM-driven, which was typical at that time, and presented the machine to the company with the thought of starting a filament winding machine business,” recalls Nathan Lodder, president and general manager at Nammo Composite Solutions. “But, the customer asked him to build the parts himself, and that became the birth of the company as a composites fabricator.”

In its earliest years, Composite Solutions specialized in filament-wound products for industrial applications — including downhole tubes for offshore oil and gas drilling, and a variety of paper mill components.

Over time, interest in the company’s technical skills grew to other markets, including defense applications such as tube components for shoulder-fired rocket launchers, leading it to achieve accreditations like AS9100 certification and Nadcap. 

In 2007, defense company Nammo (Raufoss, Norway) began its expansion into the U.S., starting with the acquisition of Talley Defense Systems in Mesa, Arizona. Interested in creating a vertical U.S.-centered supply chain, Nammo soon approached Composite Solutions as well. In 2009, the acquisition was finalized and the company became known as Nammo Composite Solutions.

Filament winding, braiding, OOA manufacturing for aerospace and defense

Today, the 90,000-square-foot Salt Lake City facility, which employs about 100 people, serves as Nammo’s composites center of excellence. “The vast majority of what we do is build-to-print, though we do have in-house design and engineering services if a component needs redesign,” Lodder says.

The company’s in-house-developed filament winders are compatible with a range of materials, from dry fibers to towpreg to prepreg tapes (top). Braiding was moved in-house as well for parts requiring additional versatility. For example, pictured in the bottom image is a manufacturing test conducted using a 144-carrier braider to create a preform for a missile body.

While filament winding — including wet and towpreg winding — remains a core process, the company has gained expertise in many other processes over the years.

“We do everything from material handling like cutting and kitting, to molding of parts through a variety of processes — such as filament winding, resin transfer molding [RTM], vacuum-assisted RTM [VARTM] or hand layup — to bonded assembly to plastics or metals, machining, nondestructive testing [NDT], materials testing, painting, powder coating, and integration of electrical and sensor wiring,” Lodder says. In recent years, the company has implemented automated work cells for some of its inspection and machining operations. “It’s definitely a focus area going forward and we’re looking at how we can better deploy it in other areas.”

 

Around 90% of parts produced today are OOA. This includes resin transfer molding (RTM), pictured in the bottom image showing manufacture of a launch tube for an MK 153 shoulder-launched multipurpose assault weapon (SMAW). The part is made from a braided fiberglass preform co-molded with a thermoplastic collar and electrical wiring. The red dye marks indicate braid angles to simplify quality control checks. Nammo also performs vacuum-assisted RTM (VARTM) as shown in the top image of a braided preform test panel.  

Parts are made from a variety of materials, mostly high-performance carbon fiber composites, and one particular specialty that Nammo Composite Solutions has in-house is producing its own braided preforms. “It’s kind of a niche technology and not a lot of companies have it in-house, but it’s very useful for certain types of complex geometries that you can’t do easily with filament winding,” Lodder says.

The company has an autoclave, but most parts — Lodder estimates 90% — are cured out of autoclave (OOA), either in an oven or in heated RTM or VARTM molds.

In terms of end markets, almost all of Nammo Composite Solutions’ customers today are aerospace or defense manufacturers. On the defense side, the site primarily builds products for its parent company Nammo, which “produces ammunition and rocket motors for a variety of missile and space launcher applications,” Lodder notes. “Within Nammo, we’re the only site producing composites at scale, so we support a few of the company’s key products. The biggest one is that we make carbon fiber composite launch tubes for M72 shoulder-fired rocket systems. We produce these and then send them to the Norway facility for system assembly and delivery.”

Among its finishing services, Nammo offers bonded assembly of composite parts with metal or plastic components. The metal end fittings on this filament-wound carbon fiber composite driveshaft are bonded with a structural adhesive.

In aerospace, the company manufactures primarily aircraft interior components, ranging from air ducts to evacuation systems, for both military and commercial planes. “We do some filament-wound tube-shaped components for aerospace, but most of it’s hand layup and braided structures,” he says.

A culture of continuous improvement: Processes and workforce

One thing that makes Nammo Composite Solutions stand apart, Lodder observes, is its culture of continuous improvement in all aspects of the company, from business practices to manufacturing processes to employee training.

In terms of processes, “There are a lot of efforts being done to consistently improve. One area where it really shows is that we have extremely low scrap rates — in 2025, we only had a 0.2% scrap rate overall, which in my experience, is pretty good,” he says. “We get a lot of ideas that are floated up from the frontline workers that we’ve implemented — ways to increase reliability or to do something a little faster, for example. We also have some engineering resources dedicated toward automation and are focused on getting that education and discipline in their toolbox to be able to do that more heavily going forward.”

Nammo produces a variety of components for commercial and defense aircraft, including this pylon for a large unmanned aircraft system. The pictured technician is finishing the part by hand sanding the edges after trimming.

In recent years, employee training has been a large focus for the company. “We want to ensure that employees have the right training and tools needed to do their job, and to know why they’re doing it, but also to advance their careers and grow in different areas,” Lodder explains. For example, most of the site’s employees have gone through a lean six-sigma white belt training program the company developed.

He adds, “We also do a lot of cross-training. We need to have some flexibility as certain jobs ramp up and down at different times, to be able to reposition people to be efficient. So we have our braiders train how to do RTM, for example, and vice versa.”

Investing in future growth and product ramp-ups

“Being in the defense industry, there’s a lot of activity going on right now. As our partners and customers intend to ramp up production on their products, our goal is to support them,” Lodder says. For example, solid rocket motors is a growth area for the larger Nammo company, “so in Salt Lake City, we’re looking at different technologies for composite motor cases and nozzles.”

He adds that the commercial aerospace industry is also seeing growth. “It’s starting to rebound after COVID-19 and to ramp up, though maybe not at the same level as defense. We want to always be able to deliver consistent quality products per the delivery schedule needed.”

Keeping up with growing demand in these markets has required Nammo Composite Solutions to make strategic investment in facilities, equipment, tooling and training, notes Lodder, “so that we can hit those higher quantities on a consistent basis. That’s been a lot of the focus lately — getting those investments in place and installing equipment in the factory so that it can be turned over to production. It’s always a challenge, figuring out how to double or triple production for certain products without having to buy triple the equipment. So we’re also reevaluating all of our processes to make sure we have the most efficient process flow and the right personnel in place. And we’re recruiting and hiring.”

An Olympic side project

A pod before assembly with the rest of the sled.

Sporting goods lie pretty far outside Nammo Composite Solutions’ typical realm, but an opportunity to support Team USA at the 2026 Winter Olympics is impossible to pass up.

Through the company’s involvement in 47G — a nonprofit organization that serves as a connection point for Utah-based aerospace and defense manufacturers — Nammo Composite Solutions was introduced to USA Bobsled & Skeleton (USABS, Colorado Springs, Co., U.S.). As it turned out, USABS needed high-performance, carbon fiber composite pods that serve as the aerodynamic cover on the underside of its skeleton sleds — and Nammo ended up being a perfect fit to manufacture them.

“It was interesting to see how much overlap there is in the technology used to build an aircraft component or a skeleton sled,” Lodder says.

The skeleton sled parts were manufactured from carbon fiber composite prepreg, hand laid and autoclave cured.

Source | MANTA program

GKN Aerospace (Redditch, U.K. and Papendrecht/Hoogeveen, Netherlands) led the MovAbles for Next generaTion Aircraft (MANTA) program funded by Clean Sky 2 Clean Aviation and developed in collaboration with the Netherlands Aerospace Centre (NLR), German Aerospace Center (DLR), Delft University of Technology (TU Delft) and ASCO.

The program matured innovative control surface technologies designed to make future aircraft lighter and more sustainable. For customers Airbus Aircraft, Dassault Aviation and Saab, the MANTA program delivered four advanced technology demonstrators:

• Winglet Morphing Tab, a morphing concept for drag reduction using flexible thermoplastic composite elements, offering a potential 5% weight savings and 8% cost reduction compared to traditional hinged systems.
• Multi Functional Flap Mechanism, a flap mechanism that allows the wing chord to be varied and that combines the function of flap and aileron, eliminating the need for separate ailerons; it achieved TRL 5 through full-scale testing.
• FAMoUS Pressure Cell Actuator, a novel fluid-driven morphing trailing edge concept validated at TRL 3, demonstrating proof of concept.
• Adaptive Air Inlet, an optimized morphing composite air intake flap with variable thickness that replaces the traditional set of metal doors, improving intake airflow and durability.

The results show significant potential for weight reduction, fuel savings, noise reduction and smarter wing load management, key enablers for more sustainable high aspect ratio wings. With the program completed, partners have defined clear paths to higher TRLs, including fatigue testing, environmental validation, enhanced sensor and actuation systems, and future integration opportunities with aircraft OEMs.

Learn more on LinkedIn and in CW content on morphing wings.

The transaction comprises the sale of 100% of the shares of Hexagon Masterworks Inc., which supplies high-pressure composite storage cylinders for aerospace and space launch applications in North America, and for hydrogen mobility applications. The hydrogen business is not part of the transaction perimeter, and Masterworks’ existing hydrogen customer contracts are intended to be transferred to other parts of Hexagon Purus prior to closing.

The transaction implies an enterprise value of approximately $15 million, comprising (i) a cash consideration of $12.5 million payable at closing, and (ii) a contingent cash earn-out of $2.5 million, subject to applicable closing conditions and customary adjustments. A requisite number of bonds under Hexagon Purus’ 2023 and 2024 bond agreements have undertaken to approve closing of the transaction.

Hexagon Purus’ aerospace business has developed well in recent years and has now reached a stage where an industrial owner with a dedicated aerospace focus is deemed to best support its future. At the same time, the company does not expect the hydrogen mobility market in North America to represent significant potential in the near-to-medium term. The divestment is therefore aligned with its ongoing portfolio review, with the transaction strengthening Hexagon Purus’ financial position and extending the liquidity runway.

Philpott Ball & Werner LLC acted as financial advisor and TCF Law Group, PLLC and Advokatfirmaet Schjødt acted as legal advisors to the company in connection with the transaction.

Dawn Aerospace video compilation captures 15 takeoffs across two locations, a supersonic flight and customer missions. Source | Dawn Aerospace

After 47 flights on jet power, Dawn Aerospace’s (ChristChurch, New Zealand) Aurora has evolved into a rocket-powered and world-record-setting suborbital spaceplane — one designed to repeatedly reach near-space altitudes that uses a carbon fiber primary structure for its airframe. Flight 48 to Flight 62 showcase these 15 test flights conducted between 2023 and 2025 demonstrating rapid testing and relentless innovation.

“Flight testing is rarely a smooth process, and we had our own fair share of anomalies,” says Dawn Aerospace. From radio glitches to unexpectedly high winds, the company has seen many real-world effects that pushed its hardware and its team. “But this is where a rapidly reusable platform shines,” the company notes. “In every case, we could simply land, address the issues and in most cases, be flying again within hours, not weeks or months. These moments didn’t just test our hardware; they proved the robustness of our systems and the expertise of our flight crew.”

Some highlights from the flight log and a few “firsts” for the team and the industry include:

The power shift. On March 29, 2023, Dawn Aerospace transitioned from jet engines to its first rocket-powered flights. This was the debut of the company’s in-house-developed bi-propellant rocket engine in flight after the airframe and avionics were proven on prior flights, with three flights completed in 3 days.

Rapid reusability. On Oct. 4, 2024, Dawn successfully proved “turnaround” capability by flying two rocket-powered missions in a single day — within 6 hours of one another.

Supersonic history. Aurora flew supersonic on Nov. 12, 2024, and did so in an 85° climb, also breaking a world “time to climb” record from ground to 20-kilometer altitude, with a time of 118 seconds.

Commercial validation. In June/July 2025, Dawn flew four missions for U.S. customers and universities, including its “Pathfinder” campaign. These customers could test their avionics, cameras and prototype new capabilities, such as a space domain awareness service using the Aurora platform.

Launch site agnostic. These flights were conducted from two locations: Tāwhaki National Aerospace Centre and Glentanner Aerodrome.

The next, and much higher-performance iteration of Aurora, is now in production. It is set to be the first vehicle to fly to above a 100-kilometer altitude — space — multiple times per day. 

Source | Hypersonix

Australian hypersonic flight company Hypersonix Launch Systems (Brisbane) has successfully completed the first flight of its Dart AE hypersonic aircraft, marking an important milestone in the development of advanced hypersonic systems.

The mission, titled That’s Not A Knife, lifted off at 7 p.m. Eastern on Feb. 27 from Rocket Lab Launch Complex 2 within the Virginia Spaceport Authority’s Mid-Atlantic Regional Spaceport on Wallops Island, Virginia, aboard Rocket Lab’s (Long Beach, Calif., U.S.) Haste launch vehicle. The flight was conducted under the U.S. DoD’s Defense Innovation Unit (DIU).

Hypersonic flight refers to speeds above Mach 5, more than five times the speed of sound. Hypersonix is developing a new class of autonomous hypersonic aircraft capable of sustained flight up to Mach 12. Its flagship Dart AE is a 3.5-meter autonomous hypersonic aircraft designed to validate propulsion, materials, sensors and guidance systems in real hypersonic flight conditions.

Source | Hypersonix

During the mission, Haste carried Dart AE to the planned deployment point in the upper atmosphere. Dart AE then executed its hypersonic mission, gathering invaluable technical data for the team to analyze in the coming weeks. The mission confirmed years of technical work, says Hypersonix co-founder Dr. Michael Smart, a former NASA research scientist and former chair of Hypersonic Propulsion at the University of Queensland.

“This mission allowed us to test propulsion, materials and control systems in real hypersonic conditions,” says Smart. “At these speeds and temperatures, there is no substitute for flight data. The results from this mission will directly shape the design of future operational hypersonic aircraft.”

“This flight reflects years of focused engineering work, and the confidence placed in us by our partners,” says Hypersonix CEO Matt Hill. “Successfully flying Dart AE in a true hypersonic environment confirms that an Australian company can design, build and operate technology in one of the most demanding flight regimes on Earth. It is an important step toward delivering hypersonic systems that are operationally relevant for Australia and its allies.”

The successful mission follows Hypersonix’s recent $46 million Series A funding round, backed by Australia’s National Reconstruction Fund Corp. and Queensland Investment Corp. The round was led by High Tor Capital, a U.K. investor in national security and frontier technology, with European defense company Saab and Polish family office RKKVC also supporting the raise.

The funding is accelerating Hypersonix’s flight test program, expanding advanced manufacturing capability in Queensland and fast-tracking development of the company’s next hypersonic platform, velos intelligence, surveillance and reconnaissance (VISR). Hypersonix currently employs more than 50 people in Brisbane across aerospace engineering, advanced manufacturing and testing roles.

Source | Ideko

Spanish research center Ideko (Elgoibar), a member of the Basque Research and Technology Alliance (BRTA), has contributed to the development of flexible, sensorized and connected robotic cells within the ROBOCOMP project. Led by the Danobat (Elgoibar) cooperative, this initiative aims to improve the dual-set objectives set by the aerospace industry — achieving net-zero emissions by 2050 and improving competitiveness through reduced production costs.

“The new solutions are designed to replace traditional systems and automate critical machining operations on carbon fiber parts, such as milling, drilling and trimming, in order to boost efficiency and reduce energy consumption,” explains Ideko researcher Asier Barrios.

This technological transition responds to specific operational limitations of current machinery. While large traditional equipment usually machines parts in a horizontal position, restricting access to many components with complex geometries, ROBOCOMP’s proposal introduces the ability to work on parts placed vertically.

This feature also facilitates production scalability, enabling plants to adapt quickly to new manufacturing requirements.

Ideko says it has been essential in providing intelligence to these robotic cells. Specifically, its scientific work has focused on increasing robot precision through improvements in mechatronics and system calibration, a critical factor in meeting the strict requirements of the aerospace sector.

In addition, Ideko has equipped these cells with the intelligence required to operate autonomously. Through artificial vision systems and sensors, the robots are able to see and analyze the status of the manufacturing process as it takes place. This digitalization allows the process to be monitored in real time, instantly identifying possible errors or deviations to ensure the quality of the part.

Sustainability has also been addressed within the initiative, through the implementation of technologies that optimize the machining of composite materials to ensure more efficient use of energy and resources.

Transfer to other sectors

ROBOCOMP’s success has been supported by a solid industrial consortium covering the entire value chain. Alongside the leadership of Danobat and Ideko’s scientific knowledge, the project has benefited from the participation of Airbus, which has contributed the end user’s vision and requirements; Robotnik’s mobile robotics; and Industrial Olmar, a company dedicated to the manufacture of autoclaves and pressure equipment.

This collaboration has enabled the development of technologies that position the Basque and Spanish industrial fabric at the forefront of advanced manufacturing, with a clear drive towards other markets.

The technologies developed at ROBOCOMP will be transferable to other machining-intensive sectors, such as automotive, energy and capital goods, thereby strengthening the competitiveness of small- and medium-sized enterprises and opening up new business opportunities in the field of advanced services and smart maintenance.

The project has been funded by the Centre for the Development of Industrial Technology (CDTI) through the Aeronautical Technology Program (PTA), a grant framed within the Recovery, Transformation and Resilience Plan of the government of Spain.

Source | K3RX

K3RX (Faenza, Italy) has developed a new generation of ultra-high temperature ceramic matrix composites (UHTCMC) materials capable of operating in extreme temperatures and conditions, intended for aerospace and defense applications, where performance and reliability beyond conventional limits are not optional. Its materials have proven resistance up to 3000°C while ensuring structural stability, oxidation resistance, durability and reusability (Read: “Near-zero erosion ultra-high temperature CMC”).

The company recently closed a €1.65 million investment round. Led by Deep Ocean Capital SGR and RoboIT — a national technology transfer hub promoted by CDP Venture Capital SGR — funding also included participation by Pariter Robotics and Pariter Partners. “This investment marks a strategic transition from technological validation to industrialization,” says Giorgio Montanari, CEO of K3RX.

The capital raised will enable K3RX to:

• Accelerate prototyping and industrialization
• Expand applications of the technology
• Strengthen international presence in Europe and the U.S.

“K3RX was created to transform frontier research into concrete industrial capacity,” says Montanari. “We thank the investors and partners who share this vision. Together, we build the future of extreme materials.”

Read more in LinkedIn.

LK Metrology’s L100NX laser scanner introduces advanced blue laser technology, providing improved scanning performance, accuracy and user experience. The L100NX employs a 450-nanometer blue light laser that significantly reduces noise in scan data, resulting in cleaner and more reliable measurements. This advancement is beneficial for high-precision applications where data integrity is critical, such as in the aerospace and automotive sectors.

The L100NX combines speed and precision with a wide stripe width of 110 mm and a scanning rate of up to 530,000 points per second, making it well suited for inspecting large components productively. Its high accuracy supports demanding inspection tasks.

At the core of the L100NX is LK’s 4^th-generation ESP (enhanced sensor performance) technology, which intelligently adjusts laser power for all 2,000 points on the laser line. This allows the scanner to measure multi-material assemblies and shiny surfaces seamlessly without surface preparation or other manual intervention, streamlining the inspection process and reducing operator workload.

To further improve usability, the sensor features an integrated rotation adapter, enabling optimized orientation of the scanner for inspecting complex part geometries. Additionally, an integrated field of view projector visually displays the scanner’s coverage area directly onto the part, simplifying programming and setup.

The L100NX scanner kit comes in a protective casing that, in addition to the scanner itself, contains all necessary accessories and documentation required for operation and basic maintenance.

LK Metrology’s L100NX laser scanner introduces advanced blue laser technology, providing improved scanning performance, accuracy and user experience. The L100NX employs a 450-nanometer blue light laser that significantly reduces noise in scan data, resulting in cleaner and more reliable measurements. This advancement is beneficial for high-precision applications where data integrity is critical, such as in the aerospace and automotive sectors.

The L100NX combines speed and precision with a wide stripe width of 110 mm and a scanning rate of up to 530,000 points per second, making it well suited for inspecting large components productively. Its high accuracy supports demanding inspection tasks.

At the core of the L100NX is LK’s 4^th-generation ESP (enhanced sensor performance) technology, which intelligently adjusts laser power for all 2,000 points on the laser line. This allows the scanner to measure multi-material assemblies and shiny surfaces seamlessly without surface preparation or other manual intervention, streamlining the inspection process and reducing operator workload.

To further improve usability, the sensor features an integrated rotation adapter, enabling optimized orientation of the scanner for inspecting complex part geometries. Additionally, an integrated field of view projector visually displays the scanner’s coverage area directly onto the part, simplifying programming and setup.

The L100NX scanner kit comes in a protective casing that, in addition to the scanner itself, contains all necessary accessories and documentation required for operation and basic maintenance.

Source | AFD Systems

AFD Systems (previously Airframe Designs, Lancashire, U.K.) has accessed Made Smarter funding to unlock new digital capabilities, enter new markets and rapidly scale operations, further advancing its engineering and manufacturing capabilities for customers.

Prior to engaging with Made Smarter, the AFD team already featured deep technical expertise and a growing portfolio in systems integration, airframe engineering and additive manufacturing (AM), but recognized a critical opportunity to integrate advanced 3D scanning technology to join its design, simulation and manufacturing processes.

With support from Made Smarter and a £20,000 technology adoption grant, AFD invested in a high-precision 3D laser scanner, capable of capturing geometrical data in fine detail at both component level through to full aircraft surveys.

“At the start of the program, our manufacturing division was at its infancy, with minimal equipment and capability,” reflects Garry Sellick, additive manufacturing manager, AFD Systems. “Reverse engineering projects began to trickle through but we could only capture data using old-school hand measurements. For complex geometry and critical surfaces, we had to find a better way, and it became clear we needed a scanning system.”

Sellick notes that this was more than an equipment purchase — it was the catalyst behind AFD’s establishment of a dedicated metrology and reverse engineering team that has continued to invest in the latest software and technology, including a Hexagon measuring arm (CMM) (learn more about AFD Systems’ metrology expertise here).

Since 2022, AFD Systems has grown from a small operation to a dynamic team of more than 30 specialists, with plans to expand by a further 20 new engineering apprentices, graduates and experts in the next 2 years.

“Digital workflows have enabled AFD to produce hundreds of parts each year, with a strategic target of more than 1,500 annually over the next 5 years,” says Jerrod Hartley, AFD CEO. “To develop a highly skilled and digitally enabled workforce, we’ve taken on apprentices and upskilled a dedicated team within our manufacturing division, supporting our mission to address the aerospace skills gap by ‘growing our own.’”

As AFD pushes into new markets and develops its own future product lines, the foundations laid down with Made Smarter will continue to fuel momentum and enable further growth.

Source (All Images) | MTorres

Thin-ply or spread tow tapes are very low-weight, low-thickness composite prepregs that are gaining traction in aerospace for their potential to cut weight and increase toughness, crack resistance and impact resistance in high-performance structures. However, weighing as little as 15 grams/square meter with a thickness of only 0.02 millimeter, these materials present serious technical challenges when used in automated fiber placement (AFP) processes. For example, their low stiffness makes them prone to twisting, wrinkling and misalignment during layup, especially when processed at high speeds or over curved surfaces.

MTorres (Torres de Elorz, Navarra, Spain) has addressed these issues by redesigning its AFP heads to ensure stable and precise handling of thin plies. From the spool to the compaction roller, every stage of the material path is now optimized to maintain tow integrity and placement accuracy. Process temperature control is also a critical factor and helps stabilize the material behavior. These adaptations are essential to achieve defect-free lamination with materials that are highly sensitive to tension variations, trajectory curvature and thermal fluctuations.

CAM software for complex geometries

In parallel, MTorres has enhanced its proprietary TorFiber CAM software (supported and integrated in Dassault Systemes’ CATIA) to support closed geometries and self-intersecting paths. These capabilities are critical for components like pressure vessels, where fiber trajectories often loop and cross over themselves. The software now allows engineers to generate complex layup strategies with precise control over tow paths, enabling better material use and structural optimization.

Another key advancement is the ability to generate these trajectories directly, automatically and also with greater agility. This streamlines the programming process and reduces the time required to prepare layups for complex parts, making AFP more scalable for industrial applications.

New level of flexibility versus winding

While traditional methods like filament winding have proven effective for rotationally symmetric parts, AFP introduces a new level of flexibility and control that expands the design and performance possibilities. Its capabilities are well suited for manufacturing components with closed or complex geometries, such as pressure vessels and hydrogen storage tanks:

• Freedom in fiber orientation, including 0º and 90º angles, which are difficult to achieve with winding techniques.
• Tow-by-tow control, enabling selective addition or cutting of individual tows to create localized reinforcements or structural patches.
• Multi-tow capability with independent management, enabling precise control over each tow’s feed and cut, optimizing both productivity and material use.
• Layer-by-layer customization, supporting variable thickness and tailored mechanical properties across the part.
• Steering without slippage, ensuring accurate fiber alignment even on curved or non-developable surfaces, which helps maintain structural integrity and surface quality.

These features make AFP a powerful tool for applications that demand high precision, structural efficiency and adaptability in design — especially as the industry moves toward more advanced composite solutions.

Platform for future innovation

MTorres worked with Airbus (Toulouse, France) to validate these developments in a real-world setting, successfully laminating two tank halves using thin-ply tapes and advanced AFP strategies. Demonstrating its ability to adapt technology to emerging industry needs, MTorres’ developments are paving the way for broader adoption of AFP in hydrogen storage and other high-performance composite applications.

Source | Natilus

On Feb. 10, blended wing body (BWB) composite aircraft developer Natilus (San Diego, Calif., U.S.) secured $28 million in Series A financing. The financing was led by Draper Associates and included strategic investors with focuses on aerospace, defense and global freight logistics including Type One Ventures, The Veterans Fund and Flexport. Also participating were new investors New Vista Capital, Soma Capital, Liquid 2 VC, VU Venture Partners and Wave FX.

Natilus has attracted broad buy-in across defense, air freight and commercial aviation markets for the economics that its BWB platform enables. Leveraging improved aerodynamics, capacity and efficiency, its family of aircraft cut fuel use by 30% and carbon emissions and operational costs by 50%.

Inside the Horizon Evo.

Based on key feedback from the Federal Aviation Administration (FAA) and its base of global carrier customers, the Horizon Evo design has evolved from a single-deck to a dual-deck aircraft. These enhancements — a dual deck, more overhead storage space and windows, and the ability to now carry standard air-freight containers in its lower deck — offer more practicality in design, build and operations while improving overall passenger experience and safety.

Read the complete announcement.

This latest funding will enable Natilus to complete manufacturing of its first full-scale prototype of regional cargo plane Kona, which is expected to fly in the next 24 months. Natilus will also further invest in the development of its second aircraft, Horizon Evo, a 200-plus passenger aircraft intended to compete with the Boeing 737 Max and Airbus A321neo. With this announcement, Natilus also debuted its transition from a single-deck to a dual-deck aircraft, implementing modifications to the profile and interior that substantially enhance passenger experience and safety.

In the last 12 months, Natilus has made significant progress on its IP family and national manufacturing efforts. In July 2025, it was awarded a patent for Kona’s diamond-shaped cargo bay and in March 2025, it initiated the launch of its first domestic manufacturing to produce Kona.

Currently, Natilus’ commercial product order book stands at more than 57  aircraft, with reservations from major players like SpiceJet, Nolinor Aviation, Flexport and Ameriflight — and is valued at $24 billion. In addition to strong demand from domestic and global carriers, the company’s optionally piloted Kona is gaining interest for its potential defense applications. 

“The aviation market is ripe for a new aircraft manufacturing entrant,” says Tim Draper, founding partner of Draper Associates. “Natilus’ innovative and technology-driven approach to developing blended wing aircraft has opened the doors for air freight and passenger airlines alike to embrace these new planes.”

“We are strongly positioned to disrupt the Boeing-Airbus duopoly and bringing much-needed innovation to the aviation industry.” — Aleksey Matyushev, co-founder and CEO of Natilus

Natilus says has de-risked the technology and expedited widespread commercial adoption by designing its planes to use existing engine technology and include vertical tails for control and stabilization. Natilus has designed its family of aircraft to be compatible with existing gate operations and airport infrastructure to maintain interoperability.

Meanwhile, the company actively pursues FAA Part 23, Amendment 64 certification for Kona and is determining a location for its 250,000-square-foot manufacturing site to build 60 Kona per year. The company is on track to deliver the first Kona later this decade and the first Horizon Evo in the early 2030s.

Natilus has also welcomed aviation veteran and former Boeing executive, Kory Mathews, to the Natilus board of directors, providing valuable OEM and defense perspectives to the company.

Sarasota, Florida facility render. Source | Pilatus

Since 2022, Pilatus Aircraft Ltd. (Stans, Switzerland) has been planning to expand its U.S. presence in order to supplement capacity in Switzerland, which is now close to maximum. At a groundbreaking ceremony held at Sarasota Bradenton International Airport (KSRQ), Pilatus officially marked the construction start of a state-of-the-art sales, service and production facility on Jan. 26.

This event ushers in the first phase of Pilatus’ long-term development in Sarasota and is a significant milestone in the company’s continuing investment and growth at the airport. Future phases will build on this foundation and expand into aircraft assembly. The facility will serve as a flagship Sales, Service and Production Center, aiming to take quality, expertise and customer experience to a new level. It will also support overall growth, and ensure a timely response to, strong global demand for the company’s PC-12 and PC-24 aircraft — both of which use an extensive amount of composites.

The flagship facility will Pilatus’ fifth location the U.S.

The project is a reflection of the solid partnership between Pilatus, the Sarasota Manatee Airport Authority, the Bradenton Area Economic Development Corporation, and numerous other local, regional and state organizations. 

Also notable to this announcement, Pilatus, as of the beginning of 2026, integrated all of its U.S. subsidiaries into a single company, Pilatus Aircraft USA Ltd., creating a unified organization of around 400 employees and harmonized systems across all U.S. operations. The company comprises the headquarters in Broomfield, Colorado (KBJC), plus additional locations in Westminster, Maryland (KDMW), Rock Hill, South Carolina (KUZA) and Atlanta, Georgia (KPDK).

Pilatus already operates a PC-12 and PC-24 completion facility at its U.S. headquarters in Broomfield. In Florida alone, Pilatus will create approximately 200 jobs over the next 5 years. Pilatus also plans to expand its existing U.S. apprenticeship programs at various locations. 

Two workshops hosted by Additive Manufacturing Media, in collaboration with Modern Machine Shop and Manufacturing Connected, will explore how 3D printing is driving innovation and efficiency in the aerospace/defense and medical sectors. 

Each half-day workshop offers in-depth presentations from industry experts with a focus on real-world applications. Attendees will learn how and why manufacturers in these regulated industries are turning to 3D printing for speed, cost savings, customization benefits and much more. 

Workshop registration is now open, and includes full access to the IMTS Exhibit Halls for all six days of the trade show at Chicago’s McCormick Place. Sign up or add to an existing ticket at IMTS.com. 

More about the additive manufacturing programs:

AM+ Workshop: Aerospace & Defense

Tuesday, September 15, 1 – 4 p.m. 

Additive manufacturing is transforming defense and aerospace manufacturing by enabling flexible and responsive manufacturing of critical parts. AM makes it possible to rapidly ramp up or scale production of drones, hypersonic engines, spare parts and more without the challenges of hard tooling. This half-day workshop will highlight how military contractors, aerospace OEMs and others are applying additive manufacturing to achieve significant lead time reductions, cost savings and accelerated innovation. The program is designed for current and future additive manufacturers serving the defense and aerospace markets with end-use parts. Register

AM+ Workshop: Medical

Wednesday, September 16, 1 – 4 p.m. 

As an early adopter of additive manufacturing technology, the medical industry has long benefited from 3D printed implants, surgical tools and models. Now, with the rise of 3D scanning and imaging software, AM is poised to enable wider adoption of patient-specific devices and even point-of-care manufacturing. This half-day workshop will examine successes with additive manufacturing for the development and scale production of both standard and custom medical products. The program is suitable for manufacturers already serving medical clients through 3D printing as well as those looking to break into this industry or other, similarly regulated spaces with the technology. Register

Source | RVmagnetics

RVmagnetics (Košice, Slovakia) and Airbus (Toulouse, France) are jointly developing a sensing mat designed to modernize composite repair processes in aviation. The innovation replaces traditional thermocouples with an ultra-thin, reusable sensing sheet powered by RVmagnetics’ patented MicroWire technology, which the company says is currently the smallest passive sensor in the world.

Developed to address long-standing challenges in composites manufacturing and repair, the sensing mat enables real-time, multi-point monitoring of curing cycles and heat distribution, preventing air leakages and reducing time to sensorize larger surfaces.

RVmagnetics and Airbus are jointly presenting this technology at JEC World 2026 during the JEC Composites Exchange event planned for March 12 at 2 p.m. (Agora 5 room).

The sensing sheet contains multiple measuring points, and requires only a single connection system. Due to the thin MicroWire, it remains discreet and flexible, adapting to the strong double curvatures of aircraft surfaces. It operates accurately up to 200°C and has been successfully tested across multiple thermal cycles. The system is compatible with conductive and radiation heating technologies and enables up to 80% time savings during sensor installation in out-of-autoclave (OOA) hot bonder repairs.

“With our technology we empower our clients with capabilities covering the whole composite life cycle from monitoring manufacturing process, allowing real-time in situ structural health monitoring during the use, up to the composite repair operations,” says Vladimir Marhefka, vice-chairman of RVmagnetics. “Collaborating with Airbus has allowed us to validate this sensing mat in the relevant environment. We are proud to contribute to setting a new industrial standard for complex composite repair processes.”

Following successful validation at TRL 5, the partners plan to advance toward a prototype phase in 2026, and further industrialization steps. 

The LEAP-1A, chosen to power the Airbus A320neo. Source | Cyril Abad/CAPA Pictures/Safran

LEAP turbofan engine producer Safran (Paris, France) has reported “excellent” financial performance for 2025, with revenue of €31.33 billion, recurring operating income of €5.197 billion and an operating margin of 16.6% of sales. The company also raised its 2028 ambitions, targeting approximately €21 billion in cumulative free cash flow.

Safran told Leeham News that it delivered more than 1,800 LEAP engines in 2025, a 28% increase year over year and a record level of production. Safran attributed the increase to improvements in its supply chain and production processes.

The company has also  stated it is preparing to support Airbus’ planned A320 Family production ramp, with Airbus targeting a production rate of 75 aircraft per month by 2027. The company says continued LEAP production increases are intended to align with Airbus’ higher planned rates.

Seco Tools’ TS0501 Duratomic
finishing grade is designed for high performance in turning modern high-hardness superalloys as well as traditional materials such as Inconel 718. Designed for lights-out machining, TS0501 provides optimal tool life, surface finish and reliability in demanding aerospace and energy applications.

The TS0501 provides a powerful solution for high-precision finishing of heat-resistant superalloys, the company says. With its advanced Duratomic grade and optimized edge geometry, TS0501 enables consistent performance in unmanned operations.

The insert’s wear resistance and thermal stability make it ideal for industries where component integrity is critical. TS0501 is available in a range of geometries and chipbreakers to suit various finishing needs, and is fully compatible with existing toolholders, ensuring a seamless upgrade path for production lines.

“When you’re machining modern, high-hardness aerospace components, there’s zero room for error. That’s exactly why we developed TS0501 — to give manufacturers a tool they can trust to deliver flawless finishes, also on 
superalloys, shift after shift, even when no one’s watching the machine,” says Mikael Lindholm, global product manager, general ISO turning.

Source | CFM International

The Civil Aviation Authority of Singapore (CAAS), CFM International (Cincinnat, Ohio, U.S.) and Airbus (Toulouse, France) signed a Memorandum of Understanding (MOU) on Feb. 2 to establish Singapore as the airport testing ground for operations of CFM’s Revolutionary Innovation for Sustainable Engines (RISE) technologies, with a focus on open fan engine architecture.

The partnership will study the impact of open fan and other RISE program technologies on airport operations to develop a comprehensive readiness framework that serves as the global blueprint for airframers, airports and airlines worldwide.  

Under the MOU, the parties will:

(A) Co-develop a comprehensive readiness framework to integrate open fan engines for the next generations of aircraft, into existing airport operations — including aircraft system and design considerations, infrastructure modifications if any, operational procedure changes, safety standards and regulatory procedures.

(B) Leverage Singapore’s aviation ecosystem to exchange technical and operational expertise across areas, including airport design, safety protocols, regulatory frameworks and operational procedures to inform the readiness framework development.

(C) Plan to conduct operational trials of the RISE program’s open fan engine demonstrators at Singapore Changi Airport or Seletar Airport to test and validate the readiness framework and assess operational feasibility of this new technology.

“This first-of-its-kind agreement is a huge boon for the CFM RISE development program,” says Gaël Méheust, president and CEO of CFM International. “Now, having the ability to perform a real-world demonstration — from ground handling to maintenance actions to airport operations — will give airlines and, hopefully, the flying public, confidence in the safety, durability and efficiency of open fan.”  

Source | Airbus, SAUBER 4.0 project

The Smart & Sustainable RTM (SAUBER) 4.0 project — led by CTC Stade (Stade, Germany), an Airbus Company and Airbus Operations GmbH — has reported a leap forward in the digitalization of composites manufacturing.

The project — part of the Lower Saxony Aviation Research Program (NiFö) — aimed to advance production of complex, large-scale and primary composite structures addressing ecological and economic criteria as well as the need to increase production rate. SAUBER 4.0 further developed manufacturing via resin transfer molding (RTM) by combining it with innovative dry reinforcement preforming processes, tooling concepts and digitalization. Multiple demonstrators were produced, including complex wing tip structures.

Technology highlights

One achievement was the integration of high-tech sensors directly into manufacturing equipment and demonstration of a fully digitalized, end-to-end (E2E) carbon fiber-reinforced polymer (CFRP) production chain. By capturing what is happening inside the RTM tool as it happens, the partners did not just validate process simulations but enabled online process control, significantly increasing manufacturing robustness and efficiency while reducing resource and energy consumption.

The project also advanced the use of induction coils and induction mats into RTM tools for fast, homogeneous heating and further developed preforming using tailored fiber placement (TFP) and dry fiber placement (DFP) as well as the use of 2K epoxy resins, eliminating the need for cold storage of premixed 1K systems. The latter was enabled by new sensors and techniques for ensuring proper mixing across injection cycles and composite parts, which also provide data for the digitalization framework and process simulation.

The overall technical leadership of the program was provided by Airbus Operations GmbH and technology developed is available for use also at the Airbus production facility in Stade — within the Lower Saxony region of Germany — known for its manufacture of composite vertical tail planes.

German consortium partners and contributions include: 

• Airbus Operations GmbH
• German Aerospace Center (DLR), FRIMO, NAEXT, Teijin and CTC demonstrated an innovative skin preforming process including a novel tool.
• Faserinstitut Bremen (FIBRE), NAEXT and Teijin Carbon worked with CTC to demonstrate an innovative preforming process for spars including novel forming tools, and FIBRE also provide resin flow simulation.
• Fraunhofer IFAM provided permittivity tomography for measuring 2K resin mixing and RTM process monitoring.
• Fraunhofer IWU worked with DLR, IFAM, FIBRE and Stadler & Schaaf to create a multi-physics model for process tools to aid in tool design and use of induction heating.
• FRIMO Innovative Technologies provided RTM tools and worked with CTC to redesign the high-pressure RTM (HP-RTM) process and tooling concepts to use a two-shell concept for more cost-effective and energy-efficient inner tools.
• Helmut-Schmidt-University/Universität der Bundeswehr Hamburg worked with DLR and Stadler & Schaaf on data labeling and framework for digitalization.
• KraussMaffei worked with CTC to provide an effective energy measurement system for HP-RTM and collected this data and other process data for data analysis.
• Netzsch provided dielectric analysis (DEA) technology for measuring 2K resin mixing and RTM process monitoring.
• Siemens helped to implement the energy management system across the process chain.
• Stadler + Schaaf Mess- und Regeltechnik provided the control cabinet and the automated control technology for the induction heating system of the RTM tool. Process-relevant data, acquired via specially designed sensors, was made available in a mobile control cabinet for the process control system. In parallel with the design of the control and regulation technology, a SCADA system was developed for monitoring and controlling the technical processes. It maintained historical data of the process values, while the SCADA interface formed the interface between the plant operator and the automation technology.
• Testia, an Airbus company, developed dedicated process monitoring sensors and equipment that enabled real-time, in-line monitoring of flow fronts directly within the RTM tool. This included how to implement interfaces to make the data available in real time for in-line monitoring and process control in combination with other sensor types.

Shaping the future of aviation

As the aerospace industry moves toward the next generation of aircraft, the SAUBER 4.0 technology acts as a critical enabler for sustainability and scalability. The project’s impact is defined by four key pillars:

• Scalability & complexity: Enables RTM technology for large, complex integral parts
• Sustainability: Delivers significant energy savings compared to current production methods
• Digitalization: Creates a seamless digital thread throughout the manufacturing process.
• Next-gen: Provides a foundational technology for the development of future single-aisle aircraft.

AirFish Voyager in flight. Source | ST Engineering AirX 

ST Engineering AirX, a joint venture of ST Engineering’s (Singapore) Commercial Aerospace business, has brought its AirFish wing‑in‑ground (WIG) craft to market through two strategic partnerships with ferry operators in Southeast Asia and India.

Since 2024, ST Engineering AirX has been partnering with Bureau Veritas on the classification and certification of the AirFish WIG craft, which is expected to achieve classification by mid-2026. These new partnership will help accelerate the AirFish WIG’s commercial introduction and strengthen its position as a high-speed coastal and regional transport solution.

BatamFast Ferry Pte Ltd. (Singapore), a regional ferry operator, will lease and operate an AirFish Voyager — a 10-seater WIG craft — and introduce it to the ferry route between Singapore and Batam, Indonesia. Operations are expected to commence in the second half of 2026, subject to regulatory approvals. ST Engineering AirX and BatamFast will also explore opportunities to expand operations to new destinations across Southeast Asia.

In another partnership, ST Engineering AirX will work with Wings Over Water Ferries (WOW) to bring the AirFish Voyager to India. WOW will lease and operate up to four AirFish Voyager craft starting in late 2026, with the commencement of operations subject to route approvals by the local authorities.

WOW’s initial deployment strategy will focus on high-demand coastal states and sectors with strong tourism, commuter and regional connectivity potential. Planned early operating regions include Andaman and Nicobar, Lakshdweep, Maharashtra, Gujarat, Goa, Andhra Pradesh and Tamil Nadu.

In addition to deployment, ST Engineering AirX and WOW will explore establishing local assembly, manufacturing, training and maintenance capabilities for the Voyager in India — supporting India’s Make‑in‑India objectives and enabling scalability of WIG craft operations across coastal states with high potential demand.

An aircraft undergoing airframe maintenance at ST Engineering’s MRO facility in Changi, Singapore. Source | ST Engineering

Aircraft operators are now able to enjoy greater convenience and efficiency at an integrated airframe and nacelle maintenance, repair and overhaul (MRO) service center operated by ST Engineering’s (Singapore) Commercial Aerospace business.

In a first for ST Engineering’s global MRO network, this service center combines both airframe and nacelle capabilities within its existing airframe MRO facilities in Singapore. The integrated offering reduces operational complexity and shortens turnaround times while ensuring consistent technical standards to deliver greater value for operators. According to the company, operators of supported aircraft platforms can “consolidate their airframe and nacelle maintenance work scope seamlessly” at this dual-service center, which is equipped with advanced tooling and OEM-approved processes to support both scheduled and unscheduled maintenance.

ST Engineering, specifically through its MRAS division and Component Services, heavily specializes in the MRO of composite airframes, structures and engine nacelles, acting as an OEM for several programs. The company provides comprehensive repairs, including for advanced composite materials.

“This integrated service center in Singapore strengthens our global MRO network and gives customers more flexibility in choosing a location that best supports their operations and MRO requirements,” says Jeffrey Lam, president of Commercial Aerospace, ST Engineering. “By streamlining communications, maintenance scheduling and work scope management, we now offer a true one‑stop experience that allows our customers to focus on flying and growing their business.”

ST Engineering’s Commercial Aerospace business has a network of facilities across Asia Pacific, the U.S. and Europe. It has nacelle MRO facilities in Stockholm, Baltimore, Melbourne and Xiamen which are backed by more than 10 additional service centers worldwide to provide round-the-clock support and access to asset pools for nacelle exchange units. Its nacelle MRO programs have been certified by multiple aviation authorities, and are approved by major aviation OEMs such as Boeing, Airbus, Safran and Collins Aerospace.

Read more about ST Engineering’s work through its MRAS division through this CW plant tour.

Toray 3960 unidirectional (UD) prepreg. Source | Toray Composite Materials America Inc.

Toray Composite Materials America Inc. (Tacoma, Wash., U.S.) has achieved NCAMP qualification for its next-generation, highly toughened 3960 prepreg system. The design allowable data, now available in the NCAMP database, enables aerospace and defense manufacturers to streamline material selection and certification.

“This qualification provides aerospace and defense manufacturers with a reliable, FAA-recognized material system that reduces certification risk and accelerates time to market,” notes Jeff Cross, principal director of defense programs at Toray.

Toray completed a NCAMP five-batch qualification testing of the 3960 prepreg system in a unidirectional (UD) format, with NCAMP reports approved. The prepreg system, featuring Torayca T1100 intermediate modulus plus (IM+) carbon fiber, delivers high toughness, hot/wet and tensile performance for primary structural materials used in aircraft, launch vehicles and satellites. This qualification establishes a substantiated material baseline for these applications.

Toray, in collaboration with NCAMP, developed NMS 397, an FAA- and EASA-accepted material and process specification along with test plans for the 3960/T1100 prepreg system. All products can be readily procured to NMS 397. Testing for the 3960/T1100 plain weave format under NMS 397/2 is complete, with the report under NCAMP review and release expected soon.

A three-batch allowable dataset for the 3960/T1100 prepreg system with automated fiber placement (AFP) processing was generated in support of the U.S. Air Force Research Laboratory (AFRL) Modeling for Affordable Sustainable Composite (MASC) program. The dataset represents an industry-first public allowable for an automated fabrication approach, Toray reports. Fabrication and testing were managed by the National Institute of Aviation Research (NIAR, Wichita, Kan., U.S.), further validating the performance and versatility of the 3960/T1100 system.

Source | Touchstone Advanced Composite (watch the company’s process video)

Composite tooling supplier Touchstone Advanced Composites (TAC, Triadelphbia, W.V., U.S.) has acquired Sawyer Composite (Fort Worth, Texas, U.S.), advancing TAC’s mission to deliver high-quality composite tooling and parts manufacturing solutions to the aerospace and defense industries.

Combined capabilities, facilities and talented teams will offer customers:

• Expanded geographic reach
• Enhanced production capacity and shortened lead times
• Comprehensive solutions from prototype to production tooling
• Deep expertise across aerospace, defense and space applications
• State-of-the-art machining, metrology, and fabrication capabilities
• Combined financial resources for expansion.

Sawyer Composite has been in business since 1992. Its ISO9001/AS9100-registered facilities are dedicated to “providing customers turnkey solutions in the design, engineering, manufacture and qualification of advanced composite tooling and structures,” according to the company website. 

Sawyer’s engineering staff use Catia and SolidWorks for all CAD applications. To support five-axis machining, Mastercam is incorporated for cut path generation and validated with Mastercam Machine Simulation. 

Recently, the addition of a Zimmerman portal milling machine has added to the company’s turnkey composite project success.

TAC itself has recently invested in a new clean room space, expanding its capacity for composite tooling and part fabrication.

Research team validates the quantum photonic vibrometer (QPV) for vibration measurement in collaboration with Quantum Computing Inc. Source (All Images) | TU Delft

Dr. Vahid Yaghoubi Nasrabadi, assistant professor at TU Delft (Netherlands) and coordinator of the Q-VAIbe lab, has received funding to develop quantum-enhanced technologies and algorithms for the early detection of internal damage in advanced composite structures. Funding includes €2.5 million from NWO through the Dutch National Growth Fund program NXTGEN Hightech, and approximately €1.1 million in co-funding from industry partners involved in the project.

The research project aims to enable early and reliable detection of incipient damage in composite structures, a challenge that lies beyond the capabilities of existing monitoring solutions. At the core of the approach is the integration of quantum photonic vibrometry, quantum machine learning and trustworthy AI models into a single, end-to-end monitoring pipeline. The work will include the development of structural health monitoring (SHM) framework that will be able to detect and identify extremely subtle vibration signatures associated with the earliest stages of internal damage while ensuring robustness, transparency and reliability of the diagnostics.

Developing Quantum ML algorithms for analyzing sensor data to detect and diagnose damages in aerospace structures.

Through this quantum‑enhanced SHM paradigm, V. Yaghoubi hopes to establish new benchmarks for safety, reliability and productivity in aerospace and wind energy. It may also lay the scientific and technological foundations for future intelligent monitoring systems that can be trusted in safety‑critical environments.

Source | Uavos Inc.

Uavos Inc. (Dover, Del., U.S.) has successfully completed internal performance validation of its latest composite curing oven, designed to meet the demanding requirements of aerospace manufacturing.

The delivered system is a top-loaded composite curing oven engineered for high‑precision thermal processing of advanced composite structures. Final acceptance testing confirmed stable operation and optimal thermal performance.

Its key features include precision temperature control, an operating range from ambient temperature to 200°C, programmable ramp-and-soak profiles, a 2-kilowatt 2kW heating capability, as well as touchscreen‑controlled precision ramp‑up and cooldown temperature profiles

During testing, the oven demonstrated temperature uniformity within ±1.7°C, ensuring consistent and repeatable curing results. The system rapidly reached programmed setpoints and maintained stable thermal conditions throughout the entire heating and cooling cycle, in accordance with defined process specifications.

Designed to operate at temperatures of up to 200°C, the oven incorporates an advanced airflow architecture driven by dual high‑efficiency recirculating fans. This configuration delivers improved heat distribution while significantly reducing energy consumption compared to conventional composite curing ovens, supporting the company’s commitment to efficient and sustainable manufacturing technologies.

With final validation completed, the composite curing oven is now ready for operational deployment.

“Industry data shows that the use of dedicated composite curing ovens in aerospace manufacturing can reduce scrap rates by up to 20-30%, lower energy consumption by approximately 15-25% and improve overall production efficiency by 10-20% through better process control and repeatability,” says Aliaksei Stratsilatau, founder and CEO of Uavos.

Source | Jetoptera

Aerospace company Jetoptera, as part of the Defense Advanced Research Projects Agency (DARPA) LIFT Challenge that is “seeking novel drone designs that can carry payloads more than four times their weight,” has been working with Walter E.C. Pritzkow Spezialkeramik (WPS, Filderstadt, Germany) to achieve lightweight oxide ceramic matrix composite (OCMC) thrusters for the aircraft Jetoptera is building. 

WPS recently delivered the propulsion component set for Jetoptera’s Fluidic Propulsion Systems (FPS). The thrusters combined produce 90 pound-force using turbine exhaust gas. For transition from vertical takeoff and landing (VTOL), exhaust gas is routed to the forward thrust nozzle by closing the side valves and opening the central valve. The technology is demonstrated in this latest video.

“To win one of the $6.5 million in cumulative awards, our aircraft must weigh less than 55 pounds total, including fuel, propulsion, airframe groups and controls, while carrying a payload of Olympic-size weights totaling more than 110 pounds across the set 5-nautical-mile circuit course,” Jetoptera says in a LinkedIn post. “This mission profile is considered ‘DARPA hard’ and is beyond the capabilities of most helicopters, requiring the aircraft to lift twice its own weight while flying a back-and-forth quarter-mile path 20 times.”

Currently, no known electric solution can meet these constraints, as the battery required for such a mission would alone far exceed the 55-pound weight limit. Few, if any, hybrid systems can do it either, since a hybrid electric system is approximately three times heavier than the turbine or piston engine driving a generator.

“Walter Pritzkow, which serve as the evaluation platform for thrust production for VTOL and forward flight, closely represent the architecture we’re advancing for the challenge.”

WPS has also developed OCMC components like this thin-walled helicopter firewall.

Source | Wickert GmbH

Wickert Maschinenbau GmbH (Landau, Germany), has developed a new, efficient and fast thermoforming press for the production of aircraft structural components from composite materials. The semi-automated concept enables productivity increases of up to 80%. It encompasses all stages — from raw part loading and preheating to the actual pressing process and unloading.

The use of an industrial robot in conjunction with a customizable handling system allows for the flexible processing of components of different sizes up to 1,100 mm in length. The industrial robot moves the pre-assembled composite blanks fixed to universal clamping frames within the system safely, quickly and precisely, giving a high degree of flexibility. The use of magnetic clamping plates for quick tool fixing significantly reduces setup times, further increasing efficiency. Moreover, since the hot parts are handled without human intervention, the operator’s workload is reduced.

The system’s customizable control system allows recipe changes to be carried out quickly and effortlessly. It also handles data logging and the recording of component-specific process data, thus ensuring complete traceability. This ensures that the strict requirements of the aviation industry are met at all times.

How does it work?

The process begins at the input/output station, where the prepared composite parts are fed into the production process. The industrial robot picks up a clamping frame and transports it to the infrared oven for preheating. There, the part is heated to the required processing temperature of up to 450°C within 2 min. Only the respective component geometry is preheated, achieving a homogeneous temperature distribution of ±5 K across the entire surface.

The robot then removes the clamping frame with the preheated component from the oven and immediately transports it to the press, where it is precisely positioned. The entire process from removal to completion of the force build-up in the press takes less than 5 sec.

Then the actual pressing process takes place, during which the composite materials are formed. This takes about 1 min, after which the robot removes the part again.

Since the infrared oven is designed with two heating stations on two levels, two clamping frames with components can always be tempered in parallel, so that the press is continuously loaded with preheated blanks.

After pressing, the parts are transported back to the input/output station. There, the finished components are removed from the clamping frame and prepared for the next production stage.

The thermoforming press is suitable for numerous composite materials used in the manufacture of structural components in aircraft construction. These include carbon fiber-reinforced thermoplastics such as PPS and PEEK. All presses are modular in design and are customized with press forces between 20 and 100,000 kN.

Wickert plans to offer a manufacturing process in the future in which manual input and output are fully automated. In addition, the machine manufacturer is currently developing a concept that enables the clamping frame with the component to be positioned in the press at a freely definable angle for certain applications.

Visit Wickert at Booth K92, Hall 6.

ZA600 powertrain. Source | ZeroAvia

Several news sources have announced that ZeroAvia (Hollister, Calif., U.S. and Kemble, U.K.) has cut roughly 50% of its workforce after its funding round in December 2025 that extended its runway but did not bring in enough capital to sustain previous plans. According to FlightGlobal.com, CEO Val Miftakhov states that about half of the company’s roughly 300-person headcount has been laid off due to funding constraints, with reductions spread across its U.K. and U.S. sites and some departures from the executive team (CFO Georgy Egorov and former electric-propulsion CTO Paul Murphy).

As a result of the smaller team and limited funds, ZeroAvia has adjusted its development roadmap: It will now focus on certifying just the fuel cell system (power generation system) by 2027 instead of pursuing certification of the complete ZA600 hydrogen powertrain by that date. The full ZA600 powertrain certification is expected to be delayed by 12-24 months, and the larger ZA2000 system has moved out into the early 2030s.

Under the revised plan, work on the electric propulsion components will continue at a slower pace, while the prioritized fuel cell module is seen as a “first meaningful commercial product” that could bring revenue earlier, reports FuelCellChina.com. ZeroAvia also noted that no test flights are planned for the next 12-18 months due to these changes.

Read more about ZeroAvia’s hydrogen powertrains in this CW article.