Source | CompositesWorld

Happy New Year! CW continues its New Year’s tradition of looking back at the stories from the past year that captured the most attention from our print and digital audiences. As we kick off 2026, we hope this roundup of the year’s most viewed stories provides a glimpse into the trending topics within the composites industry, helping to set the stage for the year ahead.

In compiling our top 20 stories list (we typically avoid news, product announcements and market overview compilations) a few notable newer trends were at the forefront, in addition to overarching industry trends that we’ve been watching in recent years. Here’s the list:

1. Plant tour: Collins Aerospace, Riverside, Calif., U.S. and Almere, Netherlands
2. Development of a composite liquid hydrogen tank for commercial aircraft
3. Cutting 100 pounds, certification time for the X-59 nose cone
4. Prepreg compression molding supports higher-rate propeller manufacturing
5. Ceramic matrix composites: Faster, cheaper, higher temperature
6. Assembling the Multifunctional Fuselage Demonstrator: The final welds
7. Aerospace prepregs with braided reinforcement demonstrate improved production rates, cost
8. ASCEND program completion: Transforming the U.K.'s high-rate composites manufacturing capability
9. The AAMMC Tech Hub: Ramping U.S. production of large thermoplastic composite aerostructures
10. Plant tour: Hexagon Purus, Kassel, Germany
11. Revolutionizing space composites: A new era of satellite materials
12. CIRA qualifies CMC structures for the reusable Space Rider
13. Troubleshooting thermoplastic composite stamp forming
14. Composite bipolar plates provide 81% improvement to hydrogen fuel cell power density
15. Expanding high-temperature composites in India and the U.S.
16. Optimizing a CFRP landing leg demonstrator
17. High-tension, vertical filament winding enables affordable flywheel energy storage system
18. SRI develops scalable, infiltration-free ceramic matrix composites
19. Composite pressure vessels enable future energy storage
20. Carbeon C/C-SiC ceramic matrix composites without fiber coating

One notable trend is the focus on ceramic matrix composites (CMC) and high-temperature materials. Five of our top 20 stories from 2025 alone focused on this topic. In addition, the brand hosted its CW Tech Days series in October — also centered around these high-temp materials — that drew nearly 300 registrants.

Interest in CMC is clearly driven by the growing defense market, increased hypersonics R&D (both for defense and commercial applications) and the need for high-temp solutions for space. Durable, CMC-based thermal protection systems (TPS) are key to developing reusable launch vehicles, while CMC rocket nozzles can slash weight by up to 50%, enabling greater payloads. Similarly, hypersonic systems demand advanced materials capable of withstanding the extreme heat of atmospheric friction for leading edges and structural components as they endure speeds exceeding Mach 5.

In addition to high-temp solutions, several composites innovations targeting increasing production efficiency for space applications made the 2025 list, including modular satellite panels and a one-piece landing leg structure manufactured using AFP and 3D printed tooling.

Meanwhile, the quest for high-rate production continues to be a running theme within the composites industry, particularly with respect to the aerospace market. The demands of commercial aerospace, as well the aspirations for advance air mobility (AAM) vehicles, is putting pressure on composites manufacturers to continuously streamline operations and find new efficiencies. Several stories in our list focus on a range of efforts composites manufacturers are exploring to move the needle on production speeds from the welding of thermoplastic composite aerostructures to the use of braided reinforcements to reduce material waste and labor costs.

Finally, interest in several stories surrounding renewable energy solutions — including composite pressure vessels, hydrogen fuel cells and composite flywheel energy storages systems — suggest that global interest in renewable energy continues to be a focus, even despite the market’s current precarious standing in the U.S.

From the surge in reusable space technologies to breakthroughs in high-rate manufacturing for aerospace and AAM, these trends underscore a collective drive to overcome technical challenges and meet global demands for performance, efficiency and environmental responsibility. Looking ahead to 2026, CW remains committed to chronicling these developments, fostering dialogue and highlighting the ingenuity that will shape the future of manufacturing — here’s to another year of groundbreaking progress and shared success in the industry.

Source | Stratolaunch

Stratolaunch (Mojave, Calif., U.S.), the developer of the Talon-A2 hypersonic platform, has completed a significant capital raise to accelerate growth and welcomes Elliott Investment Management L.P. as a new partner alongside existing investor Cerberus Capital Management L.P. This funding will rapidly expand the company’s hypersonic production and flight capabilities.

Stratolaunch has designed and developed a commercial, autonomous, reusable hypersonic aircraft with multiple successful flights. Its comprehensive product and service offerings, which prioritize cost, time and certainty of delivery, include vehicle design, manufacturing, flight testing, digital modeling and operations.

The capital will be used to increase production capacity of hypersonic vehicles, increase flight cadence and pursue additional carrier aircraft, enabling more frequent and operationally relevant demonstrations for the Department of Defense (DOD) and its partners.

“Credibility comes from demonstrated capability delivered at scale,” says Zachary Krevor, president and CEO of Stratolaunch. “We’ve already demonstrated hypersonic capability and now it’s time to deliver at scale. We’re excited to welcome Elliott as a new partner alongside Cerberus, who has steadfastly supported our hypersonic mission.”

Citigroup served as exclusive financial advisor to Stratolaunch, Davis Polk & Wardwell LLP served as legal counsel to Cerberus, BofA Securities served as financial advisor to Elliott and Debevoise & Plimpton LLP served as legal counsel to Elliott.

Source | AES

Additive Engineering Solutions (AES, Akron, Ohio, U.S.) has acquired Reuther Mold & Manufacturing (Cuyahoga Falls, Ohio, U.S.) — and spun it off into Momentous Mold & Machine — a company with a rich 75-year history of building and delivering complex, high-precision hard metal tooling and assemblies for mission-critical programs. 

“Momentous was previously an AES supplier. We saw tremendous value in their reputation and the work the company has done,” says Austin Schmidt, president of AES. “At AES it’s taken us 9 years to build up a staff of seven high-end tooling CNC machinists. Then you look at Momentous, who has 30 CNC machinists, which is a high-end skill set. You can’t just go out and find that experience in a reasonable amount of time.”

The family owner-operator held business has a 60,000-plus-square-foot shop with large-format CNC milling and turning centers, specialty machining equipment (deep-hole drilling and surface grinders), support equipment (spotting presses, bridgeport mills, etc.) and quality equipment (laser trackers, coordinate measuring machines, etc.). 

The real highlight, however, is the 60-plus person staff that has a combined 2,000 years of toolmaking and precision manufacturing experience across design and process engineering, CAD/CAM, CNC programming, machining and inspection.

Over the years, Momentous has supported space launch booster systems, composite rotor blade molds, VTOL inlet structures and other high-consequence applications requiring extreme dimensional accuracy and process rigor — all of which are backed by ITAR registration and an AS9100-approved quality management system. The shop is all about high-rate production of commercial metal tooling (Invar, steel). Meanwhile, AES’ strength lies in large-format additive manufacturing (LFAM) prototype tooling, 80-85% of which serves aerospace and defense industries.

“Combining these capabilities will provide AES customers with a wide breadth of service, covering both prototyping and commercial tooling,” Schmidt says. “Together with Momentous, we’re more than ready to tackle your toughest challenges.”

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 | Daher

Daher (Orly, France) is strengthening its operations on the Airbus (Toulouse, France) final assembly lines (FAL) in Toulouse for long-haul, widebody jetliners following the renewal of cabin outfitting contracts for the A350 and A330 programs.

For the A350, Daher works on one of every two aircraft that are assembled, providing high value-added services — including installation, assembly, quality inspection and technical support.

These contracts, renewed in October 2025, support the production ramp-up of the widebody A350 aircraft program, which is scheduled to reach 12 aircraft monthly in 2028. Nearly 200 Daher personnel currently are assigned to the cabin outfitting program, and the team is expected to grow to 260 employees by the end of 2026.

For the A330, Daher continues a historic collaboration of more than 30 years with Airbus on this widebody jetliner’s final assembly. The contract covers three work packages: sidewall panels, overhead stowage bins and integration of oxygen modules. A team of 45 experts ensures a steady pace of four aircraft per month.

In another announcement, Daher has also been entrusted with an industrial services assignment on Airbus’ second A321 FAL, also in Toulouse, effectively doubling the scope of its operations related to the build-up of this single-engine jetliner. Services include preparing the fuselage (cabin equipment, electrical systems, cockpit, carpeting) and the wings (preparation of assembly surfaces, hydraulic draining, hatch removal).

“These renewals [and expanded contracts] confirm Daher’s strategic role and our ability to support the production ramp‑up of long‑haul aircraft programs,” says Cédric Eloy, the CEO of Daher Industrial Services.

Targeted to deliver a 20-30% improvement in fuel efficiency over current single-aisle models and engineered to operate with up to 100% sustainable aviation fuel (SAF), Airbus described the NGSA as a “core priority” for its future commercial aircraft roadmap. At the American Institute of Aeronautics and Astronautics SciTech Forum in Orlando, Laurent Thomasson, Airbus coordinator for the European Clean Aviation research program, emphasized that decision-making will hinge on three dimensions:

• Cost efficiency — something which is affordable for the airlines, the traveling citizens when they buy tickets, as well as for Airbus and its supply chain.
• CO₂ efficiency — sustainable performance in terms of less drag to reduce fuel burn.
• Industrial efficiency — crucial to support increased production. Airbus delivered 793 aircraft in 2025, of which 607 were from the A320neo family, and is targeting ramp-up to 1,000 aircraft per year.

A central technical choice for the NGSA remains the propulsion system. Airbus continues to assess CFM International’s Open Fan engine, alongside conventional high-bypass ducted options from Pratt & Whitney and Rolls-Royce, recognizing that the engine architecture will heavily influence the airframe design.

There are plans to conduct flight tests of the Open Fan concept on an A380 testbed under the Clean Aviation Take Off program, following the current Ofelia project, with readiness reviews scheduled for 2028 and flight testing in 2029 as part of achieving TRL 6. Airbus stresses that certification planning and simplification efforts must keep pace with technological maturation to enable smooth industrialization of the NGSA.

Beyond propulsion, Airbus is evaluating advanced high-aspect-ratio wings with foldable tips, next-generation batteries for hybrid architectures, lightweight materials and integrated systems that optimize operational and maintenance performance without requiring airport infrastructure changes.

Read the complete article here.

Source | AFD Systems

Engineering and manufacturing specialist Airframe Designs (North West England) has announced a strategic rebrand to AFD Systems, reflecting the company’s expanded lines of business, services, broader sector reach and long-term growth ambitions.

The new name reflects the company’s evolution from a niche airframe design consultancy into an advanced engineering and manufacturing business, serving the worldwide aerospace and defense sectors, and other emerging industries.

Since launching in 2009, AFD Systems has successfully completed more than 600 projects across a plethora of air, land and sea platforms. The company employs over 30 specialists within modern headquarters at Blackpool Airport’s Enterprise Zone, with a customer base that includes BAE Systems, Lockheed Martin, Airbus, Boeing and Orbex.

Company leaders says that the name change is to better reflect the broader range of market leading services it offers and to embrace immediate and future opportunities within this expanded scope.

“While airframe engineering remains a core strength, we now offer a far broader range of support across systems integration, design, analysis and advanced manufacturing,” notes Jerrod Hartley, founder and CEO. “We also operate across multiple sectors, many of which do not identify with the term ‘airframe.’ The new name is a natural evolution and better reflects who we are, what we do and where we are heading.”

Alongside the name change, AFD Systems has refreshed its brand identity and launched a new website.

“Continued investment in our people, training and apprenticeships remains a priority for the business as we develop and add the skills needed to continue to help world-leading organizations solve complex engineering challenges,” says Jerrod. “We are also continuing research into the safe and effective application of AI, alongside innovation in additive manufacturing technologies.

AFD Systems is increasingly operating in similar complex sectors including space, nuclear, rail, maritime, medical and motorsport.

“Space is one of the U.K.’s most exciting growth sectors,” says Jerrod. “We are partnering with a number of leading U.K. space organizations in this sector, while also deepening our involvement in the nuclear sector. Nuclear is a major growth area for the U.K. and one where we are well equipped to support safety-critical engineering.”

AkzoNobel aerospace warehouse in Pleasant Prairie, Wisconsin. Source | AkzoNobel

AkzoNobel (Reading, Pennsylvania), a global manufacturer of aerospace coatings, has invested €50 million to strengthen its business in North America. The funding supports upgrades at its existing location in Waukegan, Illinois, and additional warehouse space a few miles north, just across the border in Wisconsin.

The Waukegan facility represents AkzoNobel’s biggest aerospace coatings production site globally. It covers 11 acres and employs around 200 people. The site produces a wide range of aerospace coatings including primers, basecoats and clearcoats, as well as pre-treatment and specialty coatings. It also has its own color center.

The new warehouse setup enables AkzoNobel to produce more customized coatings and respond faster to customer needs.

“Demand for air travel is expected to grow significantly over the next few years, and we want to make sure our customers are able to meet that demand with aircraft of the highest quality,” says Patrick Bourguignon, AkzoNobel’s business director of automotive and specialty coatings. “This investment will increase our comprehensive North American supply capability.”

“We’ll be able to provide current and future customers with even more flexibility through the delivery of large batch sizes, better responsiveness to market needs and shorter lead time for color development,” says Martijn Arkesteijn, global operations director, AkzoNobel aerospace coatings. “It’s not just a question of good looks; it’s about protection and sustainability.”

This is a two-phase project. The existing facility in Waukegan continues to focus on raw materials. Site improvements here include setting up a liquid pre-batch area, installing high-speed dissolvers and creating a rapid service unit to help provide faster turnaround for delivering coatings to the maintenance, repair and operations (MRO) market.

The second phase of the investment adds warehouse space in Pleasant Prairie, Wisconsin, where AkzoNobel will now store finished products and thus free up space in Waukegan. This helps ensure there’s always enough product available for customers when they need it.

The ongoing improvements, to continue through 2030, are all part of AkzoNobel’s Industrial Excellence program — a strategic priority designed to improve operations and reduce complexity. By focusing on anchor sites that offer greater scale and improved efficiencies, the company aims to lower operating costs and optimize its industrial network to enhance competitiveness and drive sustainable growth.

Source | Barq Group

Smart mobility and logistics solutions company Barq Group (Doha, Qatar) and Elroy Air (South San Francisco, Calif., U.S.) are collaborating to establish the framework for a joint venture (JV) that will invest $200 million to build a state-of-the-art manufacturing facility in Abu Dhabi to produce the Chaparral, Elroy’s composite autonomous hybrid-electric vertical takeoff and landing (VTOL) cargo UAS.

This production facility will supply Chaparral systems to commercial and humanitarian customers in the Middle East and North Africa (MENA) region upon receipt of all necessary approvals. The JV will also provide aftermarket services, including maintenance, repair and overhaul (MRO). By establishing local production capacity, the JV will meet the surging demand for autonomous logistics in a region characterized by rapid expansion and a need for resilient, middle-mile delivery solutions.

“This $200 million investment is more than a manufacturing agreement; it is a commitment to building a self-sustaining aerospace ecosystem in the UAE,” says Ahmed AlMazrui, CEO of Barq Group.

The Chaparral is built to carry 300 pounds of cargo over a 300-mile range. Its hybrid-electric powertrain enables long-range missions without the need for charging infrastructure, making it suited for the MENA region’s diverse geography. 

Following Elroy Air’s domestic U.S. production partnership with Kratos, the new JV will serve a growing backlog of demand for Chaparral which already exceeds 1,500 units globally from logistics and aviation services companies including FedEx, Bristow and LCI. Elroy Air recently completed its first autonomous A to B cargo delivery with the Chaparral.

After the successful completion of critical flight milestones in the U.S., along with all necessary approvals, Elroy Air and Barq Group plan to begin flight operations in the UAE in 2027 using U.S.-built aircraft followed by the start of local production in Abu Dhabi in 2028.

Delphine Turpin (left) and Dr. William (Bill) Carter (right). Source | SAMPE 

SAMPE (Diamond Bar, Calif., U.S.) conference keynotes are known for their technical relevance, real-world impact and deep connection to the materials and processes shaping the composites industry. At SAMPE 2026, April 27-30 in Seattle, keynote speakers Dr. William (Bill) Carter of Boeing and Delphine Turpin of Joby Aviation bring insights, experience and perspectives to attendees.

As vice president (VP) of advanced production and automation at Boeing Technology Innovation, Dr. Bill Carter leads global efforts shaping the future of industrial autonomy, digital production systems, advanced inspection and quality technologies, and next-generation manufacturing architectures. His work focuses on accelerating breakthrough materials and processes from laboratory development into robust, scalable production — one of the central challenges facing advanced materials engineers today.

Previously VP of Boeing R&T for materials and manufacturing, Carter oversaw worldwide teams advancing composites, metals, nondestructive evaluation, chemical technologies and integrated manufacturing solutions. Before Boeing, he served as a program manager at DARPA, where he launched and transitioned high-impact programs in hypersonics, space manufacturing, propulsion and functional nanomaterials.

With more than 40 peer-reviewed publications and over 100 issued patents, Carter is widely recognized for bridging fundamental materials science with production-ready manufacturing systems. His perspective speaks directly to SAMPE’s mission: Turning advanced materials innovation into industrial reality.

SAMPE awards keynote speaker Delphine Turpin brings a blend of deep composite expertise, manufacturing pragmatism and certification leadership, exactly where advanced materials challenges become real-world constraints.

As lead of materials and process engineering at Joby Aviation, Turpin provides technical leadership across material systems, industrialization strategies and the transition to certified, high-rate composite manufacturing for next-gen aircraft. Her work sits at the critical intersection of innovation, producibility and regulatory rigor, an area of growing importance for aerospace and advanced mobility markets.

With more than 25 years of experience spanning companies such as Archer Aviation, General Atomics, UTC Aerospace Systems and Hexcel, Turpin has consistently translated advanced composite technologies from R&D environments into production-ready, certifiable solutions. She is known for bridging the gap between materials performance, manufacturing realities and airworthiness requirements.

Her keynote perspective reflects the challenges facing today’s engineers: how to scale advanced composites responsibly, efficiently and compliantly, without slowing innovation.

For more information about SAMPE 2026 or to register.

Source | Getty Images (top) and Yannick Willemin/Catalysium (bottom)

On Jan. 5, Cambium (El Segundo, Calif., U.S.) announced a $100 million Series B financing led by 8VC, with participation from MVP Ventures, Lockheed Martin Ventures, GSBackers, Veteran Ventures Capital, J17 Ventures, Vanderbilt University, Alumni Ventures, Gaingels, Inevitable Ventures, JACS Capital, Jackson Moses and other individuals and family offices.

This funding will accelerate Cambium’s product pipeline and materials manufacturing in the U.S. and Europe, supporting customers across aerospace, defense, energy, marine, motorsport and other high-performance sectors.

With its acquisition of SHD Composites in December 2025, Cambium has large aerospace and industrial qualified prepreg, film and adhesives material production capacities globally, with sites in the U.S., the U.K. and Europe supported by resilient supply chains in each location. Cambium offers its customers: (a) rapid turnaround of prototype and small-batch runs —measured in days, not months — and (b) the ability to scale instantly across identical manufacturing sites in multiple locations for true supply chain security.

Cambium’s development platform delivers multiple material verticals, from advanced composites to optical protection systems. Its recent commercial launches include ultra-high temperature polymers and carbon-carbon (C/C) thermal protection systems (TPS).

For example, ApexShield 1000 resin targets increased speed of C/C composite part fabrication — for uses ranging from solid rocket motors (SRMs) to hypersonic glide bodies. Other products in late-stage testing include machining-ready composite billets for SRMs and metal-to-composite adhesives for air and space vehicle structures designed to excel in both routine and extreme conditions. Behind this is a pipeline of additional products, from optical and directed energy protection to high-temperature foams, each building off a common platform of polymer innovation and standard manufacturing processes.

With contracts underway with defense partners across key Programs of Record — each with dual-use applications — Cambium is rapidly emerging as a go-to advanced-materials partner for innovators across land, sea, air and space (read “U.S. Navy contract to advance Cambium C/C composites for hypersonics”).

“We’re scaling a distributed, secure manufacturing network across the U.S., the U.K. and Europe,” says Waddington, “creating a Western advance materials platform designed for the speed, scale and resilience our partners demand.”

An example of a Cannon plant for composites processing. Source | The Cannon Group

The Cannon Group (Caronno Pertusella, Italy) is presenting a portfolio of integrated manufacturing technologies developed through its long-term investment in R&D. These solutions are designed to improve efficiency, process control and performance for thermoset and thermoplastic composite applications, while enabling more flexible, energy-efficient and industrially scalable production processes.

Cannon is emphasizing its capabilities in aerospace and defense composites manufacturing, where process reliability, performance and quality are critical. The group presents validated solutions for both thermoplastic and thermoset materials, including thermocompression lines, patented vacuum technologies and controlled resin injection systems. These technologies support the production of lightweight, high-performance composite components while meeting the stringent standards required by aerospace and defense programs.

Among these highlights is Nexus, the company’s patented and market-ready mold thermoregulation system. According to Cannon, Nexus introduces a new approach to temperature management by using the physical properties of composites not only as structural reinforcement, but as heating elements integrated into the mold itself. It enables differentiated and precisely controlled thermal zones directly on the mold surface, supporting shorter cycle times, improved energy efficiency and advanced process optimization, particularly for reaction injection molding (RIM) and thermoset composite applications, opening up manufacturing scenarios not achievable with conventional heating systems.

Cannon is also presenting POSSIBLE (PrOduce SuStainabLE Industrial Bodies), a technology development project focused on end-of-life recycling and reuse of polyurethane (PU) and PU glass fiber-reinforced composites. The project demonstrates the recovery and reintegration of recycled foams and composite granulates as secondary reinforcement materials in new PU-based formulations, supporting a more circular manufacturing approach.

Through dedicated process solutions, recovered materials can be reintroduced into production in powder or granular form, using controlled feeding and mixing technologies. Depending on material characteristics and target formulations, recycled content can be integrated at industrially relevant rates, while maintaining process stability and component performance.

Furthermore, the company is underscoring its short-stroke press concepts and the project developed with Taylor Engineering & Plastics (TEP, Lancashire, U.K.), engineered to deliver high performance and precision even in production environments with limited ceiling height. This approach combines compact machine design with flexibility and productivity, supporting a wide range of composites manufacturing applications.

Visit The Cannon Group at Booth 5M72 in Hall 5.

Source | CompSTLar

Editor’s note: CW aims to move beyond the algorithm with this new content format. The “snapshot” delivers brief, focused insights designed to quickly inform readers on key composite developments shared by industry players without sacrificing relevance or clarity. 

The EU project CompSTLar is focused on advancing the design, manufacturing, maintenance and recycling of high-performance composite aerostructures for next-generation aircraft. This includes topics like zero-defect manufacturing, digital twins and a modular digital pipeline to improve data flow throughout the supply chain as well as structural health monitoring (SHM) and more.

One key topic is exploring how laser-induced graphene (LIG) patterned directly on and within the layers of thermoplastic composite (TPC) parts can provide aircraft structures with their inherent structural health monitoring (SHM) system, tightly connected to simulations and digital twins.

Seamless sensors within structural parts = live data

Writing LIG-based sensors directly onto layers of the TPC (embedded) creates a very sensitive and seamless conductive nervous system on the part itself with no extra sensors or heavy wiring. This system is also conformal, lightweight and compatible with aeronautic composites, enabling continuous monitoring of strain, damage growth and local hot spots. Thus, the physical part stops being “just hardware” and becomes a data source for its own digital twin.

Virtual stress tests = predictive insight

Once the part is sensorized, CompSTLar combines structural simulations with real sensor data that can explore thousands of virtual load cases and “what-if” scenarios. They also use LIG-based measurements to validate and update the model. Differences between the model and reality reveal hidden weak spots long before there is visible damage on the part.

Instead of asking, “Did something break?” it’s now possible to ask, “Where is this part most likely to fail next?”

Closing the loop: from monitoring to prediction

For TPC aerostructures, this enables:

• Condition-based maintenance instead of fixed inspection intervals.
• Design feedback with in-service data feeding future simulations and layouts.
• Digital records over the full life of the part, from first load to end-of-life decisions.

In short: Laser-induced graphene turns TPC into self-reporting structures, and simulation turns that data into reliable predictions.

Read more about this work in LinkedIn at on CompSTLar’s LinkedIn page. Also read more about sensors in CW’s Sensors knowledge center and article archive, as well as articles on digital twins, zero-defect manufacturing and SHM. 

Engine guide vanes (white structures behind front fan blades) made from DLR have previously required metallic coatings to pass impact tests. After exploring hybrids with continuous fiber materials, Greene Tweed succeeded in a DLF vane without coatings using a co-molded metal leading edge with AM features for enhanced interlocking. Source (All Images) | Greene Tweed

Increasing aeroengine efficiency continues to drive new composite materials, processes and applications — including thermoplastic composites (TPC). In October 2025, Greene Tweed (Kulpsville, Pa., U.S.) announced a 10-year agreement with one of the world’s largest commercial engine manufacturers to supply more than 50 custom parts made with its Xycomp DLF TPC material. Described as discontinuous long fiber (DLF), the material comprises chopped aerospace-grade prepreg tapes of carbon fiber-reinforced PEEK, PEKK or PEI which is compression molded using a proprietary process.

These components — including complex engine brackets and aerodynamic fairings — are designed to match the strength and durability of metal while cutting weight by up to 60%. “This weight savings contributes directly to improved fuel efficiency, reduced emissions and enhanced engine performance,” says Travis Mease, structural components product manager at Greene Tweed.

The company has now developed a TPC engine guide vane, targeting a weight savings of 4 kilograms per engine. This development, which started in 2015, has focused on static and nonstructural vanes, typically found on smaller business jet engines with less stringent mechanical requirements than larger structural vanes, explains Sebastien Kohler, senior scientist in the Advanced Technology Group for Structural and Engineered Components at Greene Tweed in Yverdon, Switzerland. “We see this work on stator vanes as the first step toward potentially developing future capabilities for larger vanes and/or rotating blades that could provide higher efficiency in future engines.”

With 60 of these stator vanes per engine, Greene Tweed had to revamp its patented molding process to reduce cycle time. “Only two mold cavities deliver 10,000 parts/year,” says Kohler, “but this process is capable of even higher production rates.” One-shot molding of the vane results in near-net shapes that control the airfoil profile and include the part’s retaining and locating features. “However, work was required to improve the impact performance,” notes Kohler. To overcome chipping and delamination, Greene Tweed developed a custom metallic leading edge (MLE) with geometry tailored specifically for its molding process, including printed features to facilitate interlocking.

Presenting initial results at ITHEC 2024, Kohler’s team has passed impact tests using 1.5-inch-diameter hailstones at 165 meters/second (m/s) and is now preparing an order for multiple test engine shipsets.

 

Xycomp DLF material is produced from chopped unidirectional tape compression molded into near-net shape parts (top) such as the EBU bracket Greene Tweed produced for GE Unison using carbon fiber/PEEK (bottom). 

 

TPC vane timeline

Providing high-performance aerospace components for more than 60 years, Greene Tweed started its Xycomp DLF technology in 2005. At that time, it worked with Unison, a division of GE Aerospace (Cincinnati, Ohio, U.S.), in the production of engine build-up (EBU) brackets made from carbon fiber/PEEK that support mechanical and electrical components on the engine core and/or fan case. By 2011, the company was producing Xycomp DLF parts certified for flight in aeroengines and nacelles.

The quest to cut weight in engine guide vanes is not new, says Mease. “We’ve had multiple customers explore various approaches to replace metal with composites in this application, including injection molded composite vanes, but they couldn’t pass hail impact testing. A metallic coating improves their performance, but those injection molded vanes still failed.”

Greene Tweed received its first request to evaluate a DLF vane in 2015 for a customer’s business jet application. “We had to use a metal coating to meet impact requirements,” says Mease. “It was an asymmetrical coating — thicker on the leading edge to meet hail impact erosion requirements but because that wasn’t needed on the trailing edge, we tapered the thickness from roughly 0.009 to 0.006 inch to optimize weight. We started with a thin coating and kept stepping it up until we could pass the impact requirements, but then the vane was too heavy. Although the asymmetrical coating also improved leading edge erosion resistance, it ultimately added prohibitive weight and cost, pushing us beyond the application targets.”

In 2017, the company pivoted its work to a different engine part for the same customer. And by 2018, it realized its traditional process would not meet cost and throughput targets. Thus, Greene Tweed began work on the necessary molding process developments and finally, how to integrate the MLE. First, however, they wanted to make sure there was no other way to meet the impact requirements. So, Kohler’s team in Yverdon began developing a way to perform hail impact testing in-house, as well as high-speed camera documentation (see “Improving hail impact resistance of discontinuous TPC parts”).

Hybrid vanes

Trials of hybrid guide vanes with a continuous fiber braid molded over a DLF core did not pass impact tests, showing chipping of the leading edge after a 1.5-inch-diameter hailstone impact at 165 meters/second.

“We wanted to see if we could make a vane that passed impact and erosion without an MLE by combining continuous fiber with DLF,” says Mease.

“We basically replaced the metallic coating with a continuous fiber composite layer,” adds Kohler. “We also tested guide vanes molded from curved solid cross-ply and quasi-isotropic laminates which were machined to represent the guide vane shape, but their performance was poor, with massive delamination and cracking. The molded hybrid vanes performed better, with less delamination because continuous fibers were wrapped around the leading edge. But the impact tests still showed chipping on the leading edge. We just didn’t get where we needed to be. So, reluctantly, we started working on an MLE solution.”

Optimizing the process

Greene Tweed had to resolve multiple issues to achieve a successful DLF guide vane with an integrated MLE, but the molding process was a central development. “We had done a lot of metallic inserts on brackets and other parts, but not an MLE like this,” notes Kohler. “The process we use is called HyFusion and was patented by Greene Tweed years ago.”

“It’s compression molding modified so that there’s a bit of flow — a kind of hybrid with injection molding,” adds Mease. “It actually suits guide vane applications very well, giving us an optimal fiber orientation and alignment along the length of the vane.”

“But that process wasn’t optimized to produce this type of part volume — e.g., 60 blades per engine for multiple engines per aircraft,” notes Kohler. “So, we had to look at modifying the process to reduce cycle time.” This new process, which enables cycle times of 20 minutes or less, is referred to as ColdFusion. “It’s because the times we were targeting were unheard of for these engine vanes — one of those efforts where physics gets in the way of what you want to do. ColdFusion implies it’s a unique process achievement and matched our traditional composite process nomenclature [HyFusion].”

“But we have indeed optimized how we add and remove heat in the process,” says Mease. “So, there is a thermal component, and we also optimized the equipment, including a high degree of automation and process control.”

This control is key because guide vanes are used to direct air flow, explains Kohler. “You need to control the airfoil profile and have a smooth surface. To achieve this, you can add machining and polishing steps, but that costs money and time. Alternatively, you make sure the part comes out of the mold pristine. And to do that, you must have a very good understanding of how the TPC material solidification takes place in the mold. You also need to optimize the mold to make sure there is no distortion in the part and its profile definition.”

That molding and distortion is quite complex to predict, he adds. “It took us a fairly long time to get all the modeling elements in place to enable this kind of part to be made in this way.”

“We were also really struggling to get a good, consistent surface finish that would be acceptable for an airfoil,” says Mease. “It took a lot of process and mold development, but now the vanes are demolded with just a quick deburring, and they are ready to go.”

ColdFusion process steps: Pre-formed metal leading edge (MLE, yellow) and a charge of DLF material (green) are inserted into the mold (blue) (1). The mold is then closed (2) and the DLF material is compressed and flowed into the mold cavity (3). After molding is completed, the mold is opened and the fully formed vane with co-molded MLE is removed (4). 

The image above shows how the MLE is placed into the mold. “We insert the material, heat it up and apply pressure so that the DLF flows,” says Kohler. “We then cool everything into an integrated part. When we open the mold, we have a near-net shape TPC guide vane that only needs the flash trimmed off.”

3D printed MLE

The final piece of the puzzle was how to develop an MLE that worked well with the ColdFusion process and the PEEK DLF material. “The MLE needed to have correct geometry and placement in the mold,” says Kohler. “If you start from sheet metal, the production tooling to facilitate this approach is extremely expensive and didn’t suit what was essentially an R&D program. Using 3D printing allowed us to have parts in the correct geometry with minimal tooling costs.”

Various 3D printed MLE designs were trialed, including diamond-shaped features that facilitated interlocking with the DLF laminate.

“We iterated through various geometries, looking at, for example, how long the MLE needed to be in the chord direction starting from the leading edge,” he continues. “We also looked at some wider geometries, but those didn’t work out well. And then we leveraged the fact that we were printing to create diamond-shaped features that allow mechanical interlocking. This also helps reduce the mismatch in coefficient of thermal expansion [CTE] between the MLE and TPC material, because the lengths of material in conflict are shorter.”

“We tried different flavors of that until we found the best solution that enabled us to pass the 165 m/s hailstone impact requirements while minimizing weight,” says Kohler. “Obviously, the more metal you put in, the heavier the vane. And then we had to get the best co-molding result possible, to make sure that this MLE insert stays where it needs to be throughout the ColdFusion process. So, there was also some development along those lines, reaching the point where now, if we get a failure, we’ll break that whole leading edge off or break the vane in two — but that leading edge will not detach or in any other way move within the composite. Basically, it will stay there and break together.”

Commercializing OGVs, future rotating vanes

This development has been long in the making, but Mease says it’s a real success story. “We have not only engaged another customer and are currently developing parts to support testing of next-generation engine developments in 2026, but we’ve also taken this technology development approach and flowed it into new customer applications.”

With this achievement in smaller static and outlet guide vane (OGV) applications, is the next step developing larger structural vanes? “I think there is opportunity there and we’ve also been exploring rotating vanes, but our priority for now is to get this first product launched successfully and adopted in at least a few different applications,” adds Mease. “Then the next steps would certainly be larger, more demanding, more structural applications, potentially leveraging some of the hybrid development we’ve done in order to meet the requirements for larger, commercial engines.”

However, Kohler cautions that for larger engines, even OGV and other static vanes have higher structural requirements. “It’s pretty much a given that we will need a hybrid composite approach with continuous fiber to pass those requirements, which are basically strength-related load cases rather than just the hail impact requirements we had to overcome with the smaller vanes. Conversely, for rotating vanes, if you look at the specific strength of DLF compared to aluminum, you can make a case that this ought to work fairly straight out of the box but will also present a different set of requirements because the vanes are rotating.”

These rotating vanes might not require a hybrid material, he adds, “but it will be a lot more complicated to certify those and get them flying versus the static vanes being commercialized now. But those are definitely two development avenues in the future that are open for us. For now, we will focus on getting these static OGVs flying, and then we'll see what opportunities our DLF materials and TPC parts capabilities open next for aeroengines and other applications that can help decarbonize aviation.”

Source | The Center for Civil Aviation Composites at Donghua University

The Center for Civil Aviation Composites at Donghua University (Shanghai, China) has achieved in situ consolidation of a 7-millimeter-thick thermoplastic composite (TPC) laminates made using laser-assisted automated fiber placement (AFP) and carbon fiber-reinforced prepreg with a low-melt PAEK polymer.

Even with cold tooling during in situ consolidation, the team achieved:

• Ultra-low void content.
• Low warpage/optimal dimensional stability.
• Robust consolidation for thick sections.

“These results highlight the potential for laser-assisted, in situ consolidation for scalable, out-of-autoclave production,” says associate professor Cheng Chen, “especially where thickness, quality and shape accuracy are critical.”

Read more about this work in LinkedIn, and more about in situ consolidation of TPC in CW’s articles on the subject.

Source | ÉireComposites

ÉireComposites (Galway, Ireland), a specialist manufacturer of advanced composite structures, has secured its first production contract in the commercial aircraft seating market. This marks an important step as the company expands into the aircraft cabin interiors sector.

The contract involves producing an initial batch of composite interior panels and structural components for a customer in the premium aircraft seating market. These components will be used in high-end seating systems, where lightweight materials, strength and a high-quality surface finish are essential.

Until now, ÉireComposites has mainly supplied composite structures for aerospace and industrial applications. This program is the company’s first production project within the aircraft seating and cabin interiors supply chain, enabling it to apply its composite expertise to visible, passenger-facing interior components.

“Winning our first production contract in aircraft seating shows strong confidence in our technical capability, quality standards and ability to meet the high requirements of premium cabin products. We see this as the start of an important new growth area for the business,” says Tomas Flanagan, CEO of ÉireComposites.

The initial production batch will support an active aircraft seating program, with the potential to move into higher-volume production as aircraft programs progress. To support this work, ÉireComposites has invested in new tooling, process development and quality controls to ensure consistent production and the high cosmetic standards required for cabin interiors.

Related to this development, the ÉireComposites team will be attending the 2026 Aircraft Interiors Exhibition (AIX) in Hamburg, Germany, where they will meet with aircraft seating, cabin interiors and aerospace manufacturing partners to discuss the company’s composite capabilities and growing role in the interiors supply chain.

Read more about ÉireComposites’ capabilities with CW’s plant tour.

Source (All Images) | Airbus and Airbus Flexrotor video

Airbus (Marignane, France) has been awarded a €30 million framework contract by the European Maritime Safety Agency (EMSA, Lisbon, Portugal) to provide remotely piloted aircraft systems (RPAS) services for multipurpose maritime surveillance with the Flexrotor uncrewed aerial system (UAS). These services enhance Coast Guard missions by offering extended coastal range and long-endurance capabilities.

“[This] turnkey contract [will] allow the Flexrotor to fly operationally for the first time in Europe and to serve the critical mission of enhancing maritime surveillance,” says Victor Gerin-Roze, head of UAS at Airbus Helicopters. “We have conducted multiple demonstration flights with the Flexrotor across Europe, showcasing its long endurance and the variety of systems it can carry, which is unique for a UAS of this size.”

The Flexrotor has many composite features, including carbon fiber blades and a carbon fiber weave sighted on the tail sections. 

The Flexrotor is a modern vertical takeoff and landing (VTOL) uncrewed aircraft with a launch weight of 25 kilograms. It has been designed for ISTAR missions for more than 12-14 hours in a typical operational configuration, and 10 hours in EMSA configuration. With the ability to autonomously launch and recover from either land or sea requiring only a 3.7 × 3.7-meter area, the Flexrotor is ideal for expeditionary missions requiring minimal footprint.

Airbus acquired the Flexrotor through Aerovel in July 2024.

“We see more armed forces and parapublic agencies around the world looking to investigate how UAS can strengthen their intelligence and surveillance capabilities. The Flexrotor, as a VTOL UAS, fits into our strategy to expand our UAS offerings,” says Mathilde Royer, head of strategy and sustainability at Airbus Helicopters. 

The core service includes flight operations using the Flexrotor system, delivering electro-optical/infrared (EO/IR) and radar imagery. This data will be seamlessly streamed to the EMSA RPAS Data Centre used by the relevant national authorities of the Member States to follow the flights live. The services will directly support Coast Guard operations including search and rescue operations, fisheries control and environmental protection, as well as detection of illicit maritime activities.

The Flexrotor surveillance capabilities will support the national competent authorities of EU Member States, Norway, and Iceland, as well as relevant EU institutions. Under this contract the Flexrotor systems can be deployed in two operations in parallel with takeoff sites within any participating country with the flexibility to add supplementary parallel operations if requested.

The initial framework contract is for 2 years, with the provision for two additional 1-year option periods, extending the maximum potential delivery timeframe up to 4 years. Service is scheduled to begin in 2026. Operations will be performed by French service provider Extensee.

Source | Evio Inc.

Evio Inc. (Montreal, Canada), a hybrid-electric aircraft developer backed by investment and technical support from Boeing and collaborations with RTX’s Pratt & Whitney Canada, made its public debut in December 2025 with the launch of the Evio 810. The company, having secured conditional purchase agreements and options for 450 of the hybrid-electric regional aircraft, is targeted to enter into service by the early 2030s. 

Evio has been developing its clean sheet design for several years, targeting the 50- to 100-seat market with a new level of efficiency and lower emissions, as well as offering distinctive cargo and defense capabilities. The Evio 810’s performance and versatility will be enabled by a highly innovative hybrid-electric propulsion architecture.

In 2023, Evio received conditional purchase agreements for 250 of its hybrid-electric aircraft from two major airlines, with options for an additional 200 aircraft. The company has matured its “strong hybrid-electric design” —meaning the aircraft will be capable of both all-electric and hybrid-electric flight.

“From day one, our focus has been on increasing profitability for regional operators and providing an exceptional passenger experience,” says Michael Derman, CEO of Evio. “We’ve recognized early on that a strong-hybrid architecture can provide unmatched efficiencies for airlines, helping them sustain vibrant regional networks in a cost-effective, responsible way.”

With more than 5,000 regional turboprops and jets requiring replacement in the next 20 years, the company projects a total demand for more than 7,500 units in this category in the next two decades.

Scott McElvaine, VP of sales and marketing, Pratt & Whitney Canada, says it is leveraging the proven performance and reliability of its PT6E engine and decades of experience in propulsion technology innovation and systems integration to aid Evio. Boeing Canada president Al Meinzinger finds the hybrid-electric aircraft promising for Canadian aerospace.

Evio is governed by board that includes former Airbus senior VP Rob Dewar, who led the development of the CSeries/A220 program; and former Lockheed Martin executive VP Frank Cappuccio, who led Lockheed Martin’s Skunk Works advanced design organization and oversaw the company’s successful bid for the the F-35.

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 | GENEX

The Horizon Europe-funded GENEX project concludes its 42‑month mission with a high‑profile event from Feb. 17-18, 2026, located at the Instituto Tecnológico de Aragón (ITA) in Zagaroza, Spain. The event will bring together researchers, industry experts and aviation stakeholders, and includes a technical visit to Teruel Airport. Participants will explore GENEX’s achievements in digital transformation, eco‑efficient composites manufacturing and intelligent repair technologies for next‑gen aircraft structures.

The final event will feature thematic sessions on sustainable manufacturing, aerostructure monitoring and digitalized repair. The visit to Teruel Airport provides real‑world context for GENEX’s solutions and their relevance to operational aviation environments.

Coordinated by the ITA, GENEX partners set out in 2022 to create an end‑to‑end digital framework spanning design, manufacturing, structural health monitoring (SHM), repair and life cycle management. This integrated multidisciplinary digital twin synchronizes physical aerostructures with real‑time virtual models, supporting predictive maintenance, enhanced performance assessment and more sustainable operational strategies across an aircraft’s life cycle.

The project resulted in breakthrough innovations across three technological pillars:

(1) Eco-efficient, smart composites manufacturing

GENEX partners demonstrated several solutions that raise the bar for digitalized, energy-efficient composites manufacturing:

• A novel out-of-autoclave (OOA) process for carbon fiber‑reinforced composites using 3R resin, combining thermoset durability with thermoplastic‑like recyclability.
• Embedded fiber optic sensors (FOS) enabling real‑time monitoring during manufacturing and in service.
• AI‑enhanced multiphysics simulations for optimizing AFP and ensuring improved curing behavior and material crystallinity.
• An inline terahertz spectroscopy system offering continuous insights into cure progression and composite quality.

Together, these advancements support more efficient production of recyclable composite structures and greater process intelligence.

GENEX Final Event, Day 1: A round table on “Challenges for adopting new recyclable materials and manufacturing technologies in aviation” will take place with Ibón Aranberri (Cidetec), Massimiliano Rusello (Aimen), Hubert Roman Wasik (Aernnova) and Matthew Frost (Teijin Carbon Europe GmbH).

(2) Integrated health and usage monitoring of aerostructures

GENEX developed a next‑gen health and usage monitoring and management (HUM&M) system powered by data‑driven, physics‑based analytics:

• A high‑performance, FEM‑based multiphysics solver tailored for ultrasonic guided waves (UGW).
• Deep learning models capable of detecting and characterizing delamination damage with high accuracy.
• Virtual sensor networks and prototype sensor nodes designed for complex composite geometries.
• Advanced methods for assessing fracture propagation and high‑fidelity damage modeling in both thermoplastics and GENEX’s new laminate systems.

These innovations significantly improve early damage detection, reliability and the long‑term management of composite structures, while reducing inspection time and maintenance costs.

GENEX Final Event, Day 1: A round table on “The future of health monitoring systems in aviation” will take place with Lukasz Ambrozinski (AGH), Federico Martín de la Escalera (Aernnova), Krzysztof Dragan (Air Force Institute of Technology, Warsaw) and Andreas Krenz (IFAM-Fraunhofer).

(3) Digitally assisted repair tools for high‑quality composite maintenance

GENEX delivered an integrated suite of digital tools to modernize composite repair:

• The visual assisted scarfing (VAS) system, enabling technicians to perform precise scarf repairs through real‑time geometry projection.
• A dual‑mode, laser‑induced breakdown spectroscopy (LIBS) module for contamination detection and targeted laser cleaning.
• An advanced thermal repair planning application offering real‑time virtual heat maps and improved temperature control.
• Novel crack detection and crack‑arrest solutions, including fiber optic strain tracking and low‑temperature‑capable sensing materials.

These technologies support faster, safer and more traceable repair operations aligned with future MRO needs.

Lifecycle assessment, MRO roadmapping and certification readiness

GENEX conducted comprehensive environmental and economic evaluations through life cycle assessment (LCA) and life cycle cost (LCC) studies, including benchmarking of carbon fiber/3R and carbon fiber/PEKK laminates. A revised MRO assessment compared traditional processes with digitally enhanced GENEX workflows, identifying efficiency gains and potential certification pathways.

Regulatory alignment has been supported through engagement with the EASA, Lufthansa Technical Training, Tarmac Aerosave and participation in the CACRC. These interactions help position GENEX innovations for future certification and large‑scale industry adoption.

GENEX Final Event, Day 1: A eound table on “Impact of digitalization in aviation: sustainability, maintenance, certification” with George Kanterakis (GMI Aero), Andreas Meyer (LTT), Naresh Solipur (Ziegler), Miguel Angel Paz (Tarmac) and Francisco Ansedes (Boeing).

Researchers demonstrate the importance of using suitable coatings to extend the applicability of high-temperature alloys to extremely high temperatures. Source | Joonsik Park from Hanbat National University

Recently, a team of scientists from Hanbat National University (Daejeon, South Korea) has come up with a stable oxidation-resistant coating layer on a TiTaNbMoZr high-entropy alloy using a sequential two-step B-Si pack cementation process. This materials science technology is expected to advance the defense and aerospace sectors.

In aerospace, as the operating temperature of metallic materials increases, the speed of aircraft can be enhanced and fuel consumption can be reduced. Therefore, research on high-temperature materials has been directly linked to the improvement of aircraft performance and has been actively conducted worldwide since the 1940s.

For more than 80 years, Ni-based alloys have been the primary materials used for high-temperature applications. To enable their use at even higher temperatures, ceramic coatings have been applied to the Ni alloys. However, due to the intrinsic softening of Ni-based alloys, their operating temperature cannot exceed approximately 1100°C. In recent years, high-entropy alloys — a concoction of various metallic and other elements with desirable properties — have emerged as a highly promising alternative for use in such extreme scenarios. Notably, applying novel coatings to the newly developed high-entropy alloys is expected to enable these materials to be used at significantly higher temperatures.

The team of researchers from the Republic of Korea, led by Joonsik Park, a professor of materials science and engineering at Hanbat National University, has demonstrated the optimal oxidation behaviors of stable nanograin-sized coating layers produced via sequential two-step B and Si pack cementation coatings of TiTaNbMoZr high-entropy alloys. Their novel findings were made available online in August 2025 and were published in Volume 38 of the Journal of Materials Research and Technology in September-October 2025.

In this study, the researchers compared the application of Si-pack cementation coating and sequential B-Si-pack cementation coating to the TiTaNbMoZr alloy. They found that not only did the as-cast untreated alloy experience extreme oxidation at 1300°C, but the Si-pack cementation-coated high-entropy alloy also showed crack formation due to the oxidation of Zr-rich XSi2 to ZrO2, comprising coating integrity. Interestingly, the B-Si-pack cementation-coated TiTaNbMoZr alloy developed a structurally stable surface layer comprising XB2, XSi2 and X5SiB2, demonstrating high oxidation resistance even at very high temperatures.

Moreover, while the as-cast alloy and the Si-pack cementation-coated alloy demonstrated high mass gains after oxidation at 1300°C for 10 hours, their B-Si-pack cementation-coated counterpart exhibited significantly lower mass gain under the same conditions. Furthermore, the parabolic rate constant was found to be quite small after the protective oxide layer formation.

The key point of this study is that even after being exposed to a remarkably high temperature of 1300°C, the coating layer of the recently developed high-entropy alloys maintains its nanostructure while effectively protecting the substrate. 

“Currently, the Ni-based alloys used in missiles can operate at around 1100°C, but the results of our study show that the newly developed material can withstand temperatures far exceeding that limit,” highlights Park.

This material can be applied to components exposed to high-temperature flames, such as those in fighter jets and missiles. Using the coating on various high-temperature structural materials, it offers broad applicability for defense purposes as well as other high-temperature engineering fields.

“Overall, our results confirm the potential of high-entropy alloys for use in high-temperature environments and emphasize the critical role of selecting suitable coating strategies tailored to the alloy composition.”

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. 

A growing facility

Comprised of three buildings, Akron Plating’s 10,000-square-foot facility contains a wastewater treatment and processing area, a storage area, a Nadcap-certified internal lab and a 4,000-square-foot production floor. Its production floor contains individual lines for copper, hard chrome, zinc, nickel, electropolishing and passivation. Its passivation line was installed in 2025, following the company’s Nadcap certification for passivation services.

Due to high demand for stainless steel passivation within the aerospace sector, the industry recognition and quality standards associated with Nadcap certification have been imperative to Akron Plating’s growth within an increasingly competitive market. The company lends its services to various aerospace suppliers and vendors, primarily working with cast parts and stainless steels.

Another crucial step to high-quality management has been the expansion and modernization of Akron Plating’s facility. Following a year of EPA approvals and testing, the company installed a new wastewater treatment system in February 2025, replacing its previous one. “It secures the next 10-15 years for us,” says Marshall.

Its next goal for future facility growth is to work with customers to expand the lines it now has, as well as to install fully automated lines to replace versions that are currently semi-autonomous, in order to run a higher number of parts on a consistent basis.

Meeting quality standards for a range of customers

Quality certifications, like the aforementioned Nadcap certifications, and efficient quality management system (QMS) standards, like AS9100, are at the core of Akron Plating’s operations, supporting the variety of services it offers to its regional customers, large and small.

In terms of customers, Nadcap certification has opened many doors for Akron Plating, both within and outside of the aerospace sector. For example, its 20-plus years of Nadcap certification in copper has attracted many larger customers who request services for friction-type applications, like brake pads and calipers for the automotive industry.

The company’s remaining industrial services are dedicated to the needs and requests of local machine shops, which typically employ materials like chrome and zinc.

Akron Plating has also been AS9100 certified for more than 20 years, using an AS9100 QMS across operations. It is also taking steps to digitize all documentation. Aside from annual surveillance and PRI audits, the company conducts a quarterly quality management review to ensure all operations are up to date. By leveraging an AI-based platform to collect and organize documentation data, the company is able to quickly recognize trends and address the areas in which it can improve.

Training and digitization promise future growth

The employment of AI has also been beneficial on Akron Plating’s shop floor. QR codes are stationed around the facility for employees to scan, access and sign off on their phones, rather than collecting paperwork each day.

Ease in everyday operations, as well as training-based and educational opportunities for younger employees, have been major motivating factors for the team at Akron Plating. The company works with Ohio’s TechCred program to provide technical training to employees in order to further their careers. TechCred is a technical education program that offers pre-approved training opportunities for employees, but also approves other training opportunities based on company size. Outside of TechCred, Akron Plating recently sent an employee to a Nadcap online course for internal auditing certification.

“We’re open for growth,” says Marshall. “We’re looking to continue to be a high-quality shop."

The HondaJet Echelon. Source | Honda Aircraft Co.

On Dec. 8, 2015, Honda Aircraft Co. (Greensboro, N.C., U.S.) achieved the moment its team had pursued for decades: the HondaJet received its Federal Aviation Administration (FAA) type certificate. Just a couple weeks later, the company met another major milestone: The first customer delivery of the HondaJet. These moments marked the beginning of a new chapter for the company and for business aviation. Ten years later, those defining moments have grown into a legacy of innovation, with the HondaJet continuing to advance and redefine what a very light jet can be.

Since its certification in 2015, the HondaJet has transformed business aviation with its advanced design and performance, empowering businesses to expand their reach and operate more effectively worldwide. Beyond the skies, Honda Aircraft Co. has also made a lasting impact on its home in the Triad community in North Carolina and beyond — creating hundreds of high-skilled jobs, partnering with local educational institutions to support STEM programs volunteer initiatives. 

Honda’s dedication to continuous improvement has shaped the aircraft’s evolution. The HondaJet has gone through significant technological upgrades from the original model, including enhanced avionics and improved performance. The HondaJet Elite II, the current production aircraft model, is a twin-turbine very light business jet offering Autothrottle, and is anticipated to become the “first” aircraft in its segment to offer Emergency Auto-Land. To date, Honda Aircraft Co. has delivered more than 260 aircraft.

As the HondaJet fleet continues to expand, the company diligently works toward certification of the HondaJet Echelon, which will extend the award-winning features of the original HondaJet to a new segment of the business jet market, including its signature Over the Wing Engine Mount (OTWEM) (read “HondaJet Echelon program passes key milestones on the way to first 2026 flight”). The HondaJet Echelon aims to become the first transcontinental light jet — single-pilot capable, longer range and significantly more fuel-efficient than comparable light and midsize jets.

Ten years after certification and first delivery, the HondaJet’s distinctive silhouette stands as a symbol of innovation, continually refined.

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 | IFW, phi magazine

Researchers at the Institute for Production Engineering and Machine Tools (IFW) at Leibniz University Hannover (Garbsen, Germany) have demonstrated fully automated manufacture of a highly complex, topology-optimized carbon fiber-reinforced polymer (CFRP) sandwich structure using automated fiber placement (AFP).

Aircraft fuselage manufacturing process in SHOREliner project using the IFW cell at SCALE in Garbsen, Germany. Source | phi magazine

Developed as part of the SHOREliner project, the structure serves as a functional demonstrator for a highly loaded fuselage section of an electrically powered aircraft and was designed using a continuous, simulation-based digital process chain linking topology optimization, material modeling and manufacturing planning in collaboration with TU Braunschweig’s Institute of Aircraft Design and Lightweight Construction (IFL, Braunschweig, Germany).

SHOREliner 

Development of a climate-neutral fiber composite aircraft with robust aerodynamic and STOL characteristics for use as a multi-purpose commuter aircraft

Source | MD Group

In the SHOREliner project, the IFW is developing the basis for the CO₂-neutral and resource-efficient serial production of the 100% battery-electric MDA1 eViator from consortium partner MD Aircraft (Friedeburg, Germany). Especially for small- and medium-sized enterprises (SME), manufacturing aspects are often considered late in the process, increasing cost. Thus, the IFW is focusing on a multidisciplinary method using digital twins and manufacturability analyses, so that process chains are optimized from the start, shortening the development process and reducing resource consumption.

Team: Tim Tiemann, David Garthe
Funding: BMWE (LuFo VI-3)
Duration: January 2023 – December 2026

As described in a January 2026 article by Christopher Schmitt and Maximilian Kaczemirzk in phi magazine, the demonstrator was produced using thermoset prepreg tapes placed onto a forming tool using AFP for the inner skin, followed by precise positioning of foam cores for integrated stiffening elements and automated layup of outer skin plies. After autoclave cure, the resulting lattice-based sandwich structure demonstrated a significantly improved stiffness-to-mass ratio and high geometric accuracy, validating AFP for geometrically demanding fuselage applications and confirming the feasibility of a fully digitized design-to-manufacture workflow.

TheSaLab

Fundamentals of manufacturing thermoplastic sandwich structures using laser-based in situ thermoplastic AFP.

CFRP structures offer high lightweight potential due to their high specific strength. A shift from thermoset to thermoplastic composite (TPC) materials is gaining momentum due to the recyclability of these materials and the ability to join components by welding via locally melting the matrix. A particularly good ratio of mechanical properties to weight is being explored and achieved with sandwich structures.

Source | IFW

Team: Christopher Schmitt
Funding: German Research Foundation (DFG)
Duration: October 2023 – October 2026

Building on this work, IFW’s TheSaLab project aims to replace thermoset sandwich structures with thermoplastic systems manufactured via laser-based AFP with in situ consolidation. By eliminating autoclave curing and enabling direct joining during placement, the approach targets shorter cycle times, lower energy consumption and improved recyclability. Key research areas include laser-based thermal process control; bonding mechanisms between thermoplastic face sheets and foam cores; and the mechanical, ecological and economic assessment of the resulting sandwich structures.

Together, SHOREliner and TheSaLab establish a technological foundation for scalable, automated production of lightweight, durable and more sustainable composite structures for future mobility.

Trelleborg’s seals range in size from inside a syringe tip to much larger applications. Source (all): Trelleborg Sealing Solutions

We’re sitting in a second-story conference room at Trelleborg’s production facility in Louisville, Colorado, as Jones gestures to the mini-fridge, conference table chairs and windows around us to call out a few seals in our midst. By Wikipedia’s definition, a seal is a device or material that helps join together systems, mechanisms or other materials by preventing leakage, containing pressure or excluding contamination.

Tim Miller, director – material & process innovation at Trelleborg, says that engineers’ maximum brainpower is often expended on that joining of systems, mechanisms or materials, with less cognitive wattage, at least initially, tasked with making the unification function via a seal.

“These are the only materials that can do the job.”

“Many times, seals are one of the last thoughts,” Miller says. “For most engineers, and it’s nothing against engineers, the mechanical solving of the whole relationship and mechanism is fundamental. Once they have it, they go, ‘I’ve solved it,’ but now we have to figure out how to make a barrier between A and B that can go through some rather convoluted paths and seals. Our job is to fill that convoluted path or whatever it may be.”

A CNC lathe cuts a seal component from a block of material. 

As Plastics Technology (PT) tours and Dave Cummings, technical manager, walks us through the production area on the ground floor of the facility, the materials being machined and molded include Trelleborg’s proprietary Turcon polytetrafluoroethylene (PTFE) and a polyamide-imide (PAI). At this site, Trelleborg is focused on medium-to-low-volume, value-added parts made from metals and exotic resins. “These are the only materials that can do the job,” Cummings says.

Applications in production while PT visits include two related to jet engines — a sound-dampening panel and a bearing flange to control air flow — as well as a pivot point on a turbine, and a cleanroom-produced radial magnetic coupling that sits on top of a bioreactor for vaccine production.

The company moved into this 115,000-square-foot facility in the Colorado Technology Center business park 12 years ago, leaving a site in neighboring Broomfield. The building features 85,000 square feet of manufacturing space with capabilities in injection molding, machining, extrusion and assembly. Accreditations include AS/EN 9100 (aerospace, space, defense), TSO-C150 (aircraft seals), and ISO 9001, 140001 and 45001 certifications. Approximately two years ago, the company added 15,000 square feet, which will eventually house Louisville’s metalworking operations. Many of the company’s seal products combine metal and plastic elements for spring-energized seals, since, as Cummings explains, PTFE as a “dead material” lacks memory and requires a metal to energize and engage.

The injection molding portion of the site has 10 presses ranging in size from 35 to 450 tons. Overall production is split between two eight-hour shifts, and if business dictates, the company can flex to operate on Saturday’s. Injection molding was added to Colorado in 2001, when the company moved out of Newbury Park, California.

Injection molding is used to create final parts, near net shape parts that are machined and stock shapes from which other parts are cut.

Part of the Trelleborg Group, Trelleborg Sealing Solutions globally has more than 35 manufacturing sites, 15 R&D centers, approximately 8,500 employees and over 2,000 proprietary materials. 

Mixing Molding and Machining

Since Trelleborg is often working with resins that are “the only materials that can do the job,” these polymers dictate product design and development with customers. “We’re starting with PTFE,” Miller says, “and the goal is to make a functional product for the customer. PTFE is a material that has some very unique properties, including low friction and a bunch of features that make it ideal for many sealing environments.”  

A banner in Trelleborg’s lobby reads ‘Engineered Solutions from Space to Seabed.’

Having an array of manufacturing processes gives Trelleborg and its customers some flexibility in part design and development. When PT toured, one machining cell was cutting a part from a block of PTFE. The material’s extremely high melt viscosity largely precludes melt processing and the flow needed to fill cavities in a traditional process like injection molding. Instead, processed as a powder, the material is essentially sintered and formed via compression and isotactic molding to make billets of tubes, with rubber bladders used to form hollow parts, which are then machined. Trelleborg’s billet production has been centralized at its site in Fort Wayne, Indiana.

Trelleborg’s in-house R&D lab tests new materials and processes, including the use of Freeform Injection Molding to mold parts from high-temperature materials like PEEK.

Whether the part is ultimately molded, machined or both, Trelleborg will work with the customer to find the best production path. “Our customer might say, ‘We finalized the part; what are our options?’ Can we inject it,’” Miller says. “The answer may be no, and it may be yes; I don’t know. Our goal ultimately is to always be the optimum product — a combination of optimum performance for the best price and service.”

As a rule, the company hires engineers for its sales roles, and it also trains them on the shop floor with machinists and molding techs to understand what’s feasible from a manufacturability perspective. This creates a unique new-product-development journey.

“We describe it as make to print versus make to design,” Jones says. “What Tim described, and what we’re working on here, was never on a print. They contacted us and said, ‘This is what we want to do.’ This is a co-development project, and we’re really making a product to their design, and it goes through test iteration phases.”

In addition to peak performance in exceptionally difficult environs — a banner in Trelleborg’s lobby reads ‘Engineered Solutions from Space to Seabed’ — the markets and applications the company works in require tight tolerances, which can be difficult when plastics and metals mix.

“People tend to prescribe metal tolerances to plastic parts,” Miller says. “They are achievable generally, but they come at a higher price. Our goal is to make sure that if you need something, we understand why you need it.”

Trelleborg’s R&D lab features a lab-scale twin-screw extruder for in-house compound and material development.

The questions Trelleborg’s customers need to answer are: What can be controlled, and what must be controlled? “I could try to control the diameter of something,” Miller says, “or I could control the wall thickness. For example, on a seal, I control the wall thickness, and my diameter could vary a lot. What really matters is that cross section. We work with customer to describe the critical features that they want.” Oftentimes the answer is a combination of materials and processes within one seal. “There’s a back and forth,” Miller says. “We do hit metal tolerances, and depending on what it is, we can sometimes mold it, but many times it gets secondarily machined.”

However overlooked they might, seals are integral to the performance of all kinds of mechanical systems, whether they’re in everyday items within a conference room, or as Trelleborg’s slogan notes, the far reaches of space and the depths of the ocean. The company’s job is to find the right fit and to literally fill any hole.

“The classic request would be, ‘Can I have a seal that lasts forever, has no friction and doesn’t leak?’” Miller jokes. “Our goal is to make sure you understand what the needs are. We’re happy to fill in the hole, so to speak. That’s what we do.”

Trelleborg’s production capabilities in Colorado include machining of high-performance plastics. 

While additive manufacturing is a core competency for Bifrost Manufacturing, adaptability might be the company’s true superpower. On a rapid growth trajectory since its founding just a few years ago, the contract manufacturer located in Grand Forks, North Dakota, provides full-service manufacturing including welding, fabrication, machining, coatings, composites and plastics manufacturing including numerous 3D printing processes. Additive manufacturing complements these other capabilities by providing a foot in the door, a fast route for iteration and tool production, and flexible manufacturing for new and replacement parts. 

We checked in with Killian Erickson, cofounder and CEO, to learn what sets Bifrost Manufacturing apart and how the company has been able to maintain its pace. 

Additive Manufacturing Media (AMM): What manufacturing operations do you perform, and why is additive manufacturing among them?

Killian Erickson (KE): We provide full service manufacturing: welding, fabrication, CNC and manual machining, coatings and metallic finishes, composites, and plastics. Additive was our first offering as a prototype and tooling shop due to its versatility and iterative nature. 

Additive gives us the ability to produce tooling and fixtures in minimal time, as well as production-ready parts like contact points, connectors, guards, etc. DMLS [direct metal laser sintering] has opened a world of replacement parts for out-of-production replacements originally made with casting and forging.

AM complements Bifrost’s more conventional manufacturing processes, including welding and fabrication. Source: Bifrost Manufacturing | All Images

AMM: What doors has AM opened for your company?

KE: AM has provided a foot in the door for national clients including Fortune 500 giants and defense contractors. It has also given us the opportunity to actively participate in research projects for aerospace materials with universities and federal agencies. Additive has also given us the opportunity to participate in education for engineering and manufacturing, from K-12 to Ph.D. candidates.

These polymer parts were 3D printed for mechanical engineering students at the University of North Dakota. One perk of using AM, Erickson says, has been the chance to participate in educational efforts around this technology. 

AMM: Bifrost is located in North Dakota, in an area where manufacturing is less common than other parts of the country. Are there particular challenges or opportunities that come with being in this physical setting? 

KE: Our location is a unique benefit, while it does add lead times to our supply chain it also gives us a leg up when it comes to rapid problem solving and iterative production. There are numerous shops in our region who specialize in one process or another, but Bifrost is one of a kind with the breadth of services we offer. We strive to boost the other manufacturers in our region while also standing out as a new type of business in the state, or even the Midwest.

AMM: Thinking just about your additive manufacturing work, what’s the most surprising or impressive application you’ve helped bring to life? 

KE: We’re printing offroad drivetrain components, opening a new realm of possibilities when it comes to motorsports and utilitarian vehicles. Our work has also gone to NASA funded spacesuit research, satellites, food processing, and numerous private aerospace and industrial projects.

Drivetrain components 3D printed in tool steel with the company’s laser powder bed fusion (LPBF) capacity. 

AMM: The company has seen impressive growth in just a few years, from three founders to 20 some employees and two physical locations. What’s a lesson you’ve learned the hard way in building or scaling your business? 

KE: Pacing is important, rapid growth has pros and cons. While it’s helped us gain an edge on potential competition, it has also had its hiccups. Due diligence is a must when it comes to new systems and equipment, not all products are as complete as advertised.

AMM: What’s the biggest constraint you face today?

KE: Time. We’re in a position where our growth is only capped by the bandwidth of our core team. While workforce is a huge concern for most manufacturers, we are only limited by the ability to document and standardize as we expand.

AMM: Have you seen an impact to your business as a result of tariffs?

KE: The largest hit to us has been Canadian-sourced materials. Outside of that, we’ve seen a larger impact to our clients who rely on parts and materials from around the world.

3D printed air fittings for a space suit. Aerospace and defense are primary focuses for the company, and areas where AM is finding applications for both new and replacement parts.

AMM: What end markets are most important for you right now? 

KE: Aerospace and defense are the end goal. The secondary markets are industrial maintenance and mid-volume production for other manufacturers.

AMM: How do you see your additive operations evolving over the next 3 to 5 years?

KE: Our continued efforts are focused on advanced technologies like hybrid DED/CNC, ceramics and metallic additives in engineering-grade polymers. We’re also pursuing FGF, IDEX and continuous fiber processes.

AMM: From your perspective, what does it take to build a successful business with additive manufacturing?

KE: Adaptability. It’s easy to buy a printer or twenty and start printing models; it’s another skill entirely to create value for a client. In our case, the ability to conceptualize, design, produce and implement a solution has been the keystone of Bifrost. Whether it’s a niche product or a specialized service, printing without a clear goal is difficult to breakout beyond a hobby.

Two of Joby’s electric air taxis at its flight test and manufacturing facilities in Marina. Source | Joby Aviation

Joby Aviation Inc. (Santa Cruz, Calif., U.S.) is making investments to double its manufacturing capacity in the U.S. to support the production of four aircraft per month in 2027. 

The news comes amid unprecedented support for advanced air mobility (AAM). Joby recently disclosed more than $1 billion in potential aircraft and service sales, while the U.S. government’s eVTOL Integration Pilot Program, announced in September 2025, aims to jumpstart air taxi operations. “Given the maturity of our air taxi program and the significant demand we’re seeing for our aircraft, we’re confident now is the right time to invest in the equipment, facilities and people required to accelerate production,” says JoeBen Bevirt, founder and CEO of Joby Aviation.

In July 2025, Joby celebrated the completion of an expanded manufacturing facility in Marina, California, and, in October 2025, confirmed the start of propeller blade production in Ohio, ahead of planned manufacturing expansion in the state. To support the growth in output announced today, Joby has begun procurement of the capital equipment required to double manufacturing capacity from two to four aircraft per month, and is hiring to support round-the-clock manufacturing operations at its site in California.

In November, the company announced it had reached a critical milestone on the path to certifying its aircraft for commercial use, with the start of power-on testing of the first of several Federal Aviation Administration (FAA)-conforming aircraft to be built for Type Inspection Authorization (TIA). All four of the remaining FAA-conforming aircraft required for TIA testing are now in production.

In May 2025, Joby announced the successful closing of the first $250 million tranche of a strategic investment from Toyota Motor Corp. The two companies are now working to finalize a strategic manufacturing alliance that will support the ramp-up of production.

Source | Walter E.C. Pritzkow Spezialkeramik

As reported by Composites United (CU, Berlin, Germany), Walter E.C. Pritzkow Spezialkeramik (Filderstadt, Germany) and Morgan Advanced Materials Haldenwanger GmbH (Haldenwanger, Waldkraiburg, Germany) have agreed to transfer the oxide ceramic matrix composite (OCMC) technology and expertise currently offered by WPS under the brand name Keramikblech to Haldenwanger by the end of 2027.

 

Walter E.C. Pritzkow Spezialkeramik helped produce this prototype OCMC solar receiver (top) used in solar plants, which function similarly to the Noor III solar plant in Morocco shown here. Source | Walter E. C. Pritzkow Spezialkeramik, the U.N. Environment Program  

WPS was founded in 1994 by Walter E.C. Pritzkow, an industry-renowned pioneer in OCMC technology. WPS has developed a palette of materials and processes for producing reliable, high-quality, high-performance parts. Pritzkow was recognized for this work with multiple industry awards in 2024. The company’s Keramikblech technology is used to develop and produce components for high-temperature applications including fixtures for processes such as aluminum casting, chemical process equipment like burner lances for hydrocarbon steam cracking and structures used in furnace and plant construction as well as in aerospace vehicles (e.g., Jetoptera) and concentrated solar power (CSP) plants.

Haldenwanger was founded in 1865 as a porcelain manufacturer by Wilhelm Haldenwanger. In 1997, W. Haldenwanger GmbH & Co. KG was taken over by the Morgan Group. Today, the product range consists mainly of technical ceramics.

A hybrid OCMC furnace tube (alumina liner, metal insert, outer OCMC sheath) has successfully demonstrated electrical-powered steam cracking. BASF Ludwigshafen has installed the world’s first large-scale electrically heated steam cracker plant, with a potential 90% reduction in CO₂ emissions (right). Source |  Walter E. C. Pritzkow Spezialkeramik from CW’s 2023 article

In 2019, WPS and Haldenwanger began working closely together on the development of hybrid tubes made of ceramic tubes with OCMC wrapping for BASF. This led to Haldenwanger’s interest in acquiring the materials and know-how to produce components. The companies contractually agreed to the transfer of expertise on Nov. 14, 2025, and this transfer will be completed by the end of 2027. From Jan. 1, 2028, all products will be further developed, produced and delivered by Haldenwanger under the brand name Keramikblech. Walter E.C. Pritzkow Spezialkeramik will close on Dec. 31, 2027.

“After 32 years of OCMC work, I had to decide what happens to it,” says Pritzkow. “I've known the Haldenwanger people since 2019 when we started working together on BASF parts. I trust them.” This is important, he notes, for both the range of companies that use Keramikblech OCMC parts, but also to the WPS team.

“My team is staying with me until we close in 2027,” he adds. “That’s what I’m most proud of. They want to see this through and finish some interesting projects with me (we’re working behind the scenes in complex designs, not just plates and tubes). And I’ll continue as a consultant for some years. Not because they need handholding, but because you can’t put everything in a manual. Even if 90% transfers through documents, the last 10% only comes from working side by side.”

Read more in CompositesWorld and in Pritzkow’s LinkedIn Post.

Business development engineer Keith Nerderman walks me through a Howco Group warehouse for storage of barstock, tubing and other materials en route to the Howco Additive facility. Source: Additive Manufacturing Media

The first step upon arrival at Howco’s facility in Houston, Texas, is gearing up for a long walk by donning a visitor badge, safety glasses, a hardhat and a high-visibility vest. This ensemble is necessary for the journey through a large Howco warehouse and across a yard stocked with rows of shelves holding large metal bar and tubing, most of it destined for oil and gas customers in the area, and then into a second building where material is being honed and cut to size, to reach the additive manufacturing facility.

Howco Additive’s physical footprint is a near-perfect metaphor for its position within its parent company. Additive capacity lives within a 7,500-square-foot building that has been constructed, roof and all, inside this machining facility. The contract additive manufacturing business is embedded within, and to some extent sheltered by, its materials distributor parent Howco Group (in turn owned by Sumitomo).

Howco Additive occupies this building within a larger Howco Group facility. Established in 2019, the AM business was created from the ground up to serve new markets and clients with 3D printed parts. Source: Additive Manufacturing Media

The AM operation’s purpose is not to be a literal walled garden, however. Howco Additive operates quite independently, and performs work that looks very different from the activities just outside its walls, but is intended to augment the primary materials supply business. Howco chiefly serves customers in the oil and gas industry, which ebbs and flows with oil prices. The establishment of Howco Additive is enabling the company to not only diversify its offerings for oil and gas customers, but also to enter into other markets, including hypersonics and commercial space.

AM From the Ground Up

The creation of Howco Additive dates back to 2019, when Howco decided to relocate heat treat equipment that had previously been located on the Houston campus and develop an AM service bureau in the newly available space. The company brought on Conrad Kao, an engineer with additive experience in oil and gas, to lead the company’s AM branch as additive manufacturing director.

Conrad Kao, additive manufacturing director, shows me the automated sieving station attached to this Nikon SLM Solutions laser powder bed fusion printer. Sieves dedicated to specific materials make it easier to change powders in the printers when necessary. Source: Additive Manufacturing Media

“We basically got to build the facility from the ground up,” Kao says. To do so, he opted to purchase metal 3D printers from just one supplier, selecting SLM 500 and 280 machines from Nikon SLM Solutions. Howco Additive has four 3D printers running five different materials: Inconel 718 and 625, 316 stainless steel, Ti6Al4V, and C103.

(Howco Additive actually has a three-year exclusivity agreement with Nikon SLM Solutions to develop the print parameters for the new C103 niobium alloy, during which it is the only official user of this material outside of military contractors. Parameters will be released broadly at the end of the agreement.)

All of the printers are equipped with automated sieving stations from the builder, effectively making each machine a closed loop when it comes to powder handling and management. The sieving stations also serve an added purpose of enabling material swapping when necessary — as it is more practical to dedicate the sieves to specific materials than to lock the 3D printers down to just one alloy. Material changes aren’t that common, but can be accomplished in about two days with the sieving hardware change and careful cleaning of the build chamber.

Nerderman, Kao and David Ramirez (far right) represent half of the entire Howco Additive team. They have cultivated an operation that is small but flexible, and one that can be highly responsive to customer needs with its four laser powder bed fusion machines. Source: Additive Manufacturing Media

The facility also houses some postprocessing equipment on-site, including a Cut AM 500 GF Machining Solutions wire EDM for part cut-off, a five-axis Okuma Genos M460V-5AX CNC mill for finishing machining and a Nitrex/GM Enterprises vacuum furnace for heat treat, along with scanning and inspection equipment.

Postprocessing capability within Howco Additive includes a GF Machining Solutions wire EDM, Okuma five-axis machining center (top photo) and a Nitrex/GM Enterprises vacuum furnace. Source: Additive Manufacturing Media

Prototypes and small runs of parts can be completely produced on-site, while the company works with suppliers for finish machining of larger batches. The goal, with any additive job, is to provide a turnkey process that results in finished parts for the customer.

It’s a setup that lends itself to flexibility, staffed by an equally nimble team. Howco Additive is staffed by just six people; in addition to Kao, I also met with David Ramirez and Keith Nerderman, both focused on business development; additional members of the team include two machine operators and an employee dedicated to machine maintenance.  

From Downhole Drilling to Space Exploration

The nimbleness of this team and facility is useful for the span of customers and parts that Howco Additive currently deals with. Oil and gas is a key market for the AM team, as it is for the Howco materials distribution business, and the AM team is currently in production of parts for a large oilfield services company as one of its clients. 

In oil and gas, additive manufacturing tends to take the form of smaller, more complex components, often for customers that are just starting out with this process. For oil and gas clients, Howco Additive has produced filters, manifolds, diverters and other such geometrically complex items. But winning at this work often involves a fair bit of education and collaboration with the customer to get to designs that are not only 3D printable, but worth printing. Howco becomes a bit of a consultant as well as a manufacturer in many cases.

For oil and gas customers, Howco Additive tends to serve a consulting role to develop suitable AM applications. Each of these centralizers would have taken 6 days to machine; using additive manufacturing, Howco can print and finish up to 20 of these parts in 4 days. Source: Additive Manufacturing Media

On the other end of the spectrum, the contract manufacturer also deals with some customers that are very sophisticated in their understanding of AM already, but rely on Howco for overflow or dedicated production capacity. Its clients include, for instance, Houston-based Venus Aerospace, which is developing hypersonics for next-generation air- and spacecraft. The company has no metal 3D printing capacity itself, but leverages this technology for combustion chambers, injectors and more through AM service providers such as Howco Additive.

Combustion chambers, rocket nozzles and other combustion system components are a major market for Howco Additive’s services — as well as an area where C103 material is in demand. 
Source: Additive Manufacturing Media 

Another Houston-area example is Intuitive Machines, a commercial space company developing landers and rovers for use in lunar missions. A large percentage of each vehicle’s content is 3D printed for weight savings, and Intuitive Machines uses two of its own laser powder bed fusion (LPBF) printers to develop these parts. However, its design needs are so demanding of these machines’ capacity that many production parts are ultimately outsourced — often to Howco. In these cases, the contract manufacturer receives a fully developed part, ready for production.

The advantage that companies such as Venus Aerospace and Intuitive Machines find in working with Howco Additive is the chance to continue advancing development by outsourcing the additive manufacturing to a company that is solely focused on this. It is also speed — Howco Additive is small enough and flexible enough to meet sometimes challenging deadlines. In one case, for example, the company produced replacement brackets for an Intuitive Machines vehicle when its landing destination, and therefore camera angle needs, changed. Howco received the new files, printed and shipped the new brackets to Cape Canaveral, where the vehicle was waiting, in less than 24 hours.

A Business Within a Business

Being an additive manufacturing business within a business has both its pros and cons. The legacy Howco business imposes some infrastructure requirements such as enterprise-wide software that is not particularly well-suited for additive, for instance. But on the whole, the relationship is a highly positive one, and the additive team members — many of whom have come from startups — appreciate the stability it provides and the focus it enables.

Although supplying finished additive parts requires a different approach than selling bulk and near-net materials, Howco Additive aims to offer a traceable, reliable product to customers in the same way that its parent company does. The AM business analyzes every batch of material that comes in, and inspects every part before it leaves the facility. Source: Howco

As the contract manufacturer looks outward, there are benefits here too — including access to existing Howco customers, and getting the benefit of the doubt from potential new ones.

“People take us more seriously knowing that we’re part of Howco,” Kao says. Still, the additive capacity is not widely known yet, and part of the business’s future growth will come from marketing and finding ways to get out in front of more potential customers.

Howco Additive is in a building mode right now. Ideally, the company envisions a future where there is more ongoing production work, and fewer last-minute deliveries. If it succeeds, the potential for expansion is large.

“We have acres of space on this campus,” Nerderman says. “If additive really takes off, we can expand out of this building.”

“Expansion plans are in the future as the business grows,” Ramirez adds, “we can replicate this model at other Howco sites around the world.” There could one day be Howco Additive locations in the United Kingdom, Singapore and beyond, providing production metal 3D printing services globally.

The move is driven by increasing customer demand and the need for additional space to support scalable production, cleanroom manufacturing and new product information (NPI) projects, according to a release.

“This expansion is a strategic investment in our customers and our future, allowing us to continue an accelerated growth trajectory while keeping our talented team of employees intact,” says Andy Ziegenhorn, CEO. “Essentially tripling our available floor space better positions us to ramp programs, invest in new equipment and technology, and continue delivering the quality and reliability that medical device OEMs need from their preferred supply partners.”

Matrix says the expanded facility will offer:

• 88,000 ft.² of new manufacturing space
• 3,300 ft.² of expandable ISO 8 cleanroom capacity with increased controls
• Dedicated engineering lab to support early stage NPI projects
• New equipment and process capabilities in tooling, molding and quality
• Layout improvements designed for “lean” medical manufacturing
• Backup power with a large uninterruptible power supply system

In terms of equipment, the company’s molding presses range from a 15-ton Wittmann MicroPower 15 up to 300 tons, Anne Ziegenhorn, Matrix sales and marketing manager tells Plastics Technology. The addition of a Sodick Plustech 300-ton horizontal TR300EH and 40-ton vertical VR40G-LP at the new facility will increase the total machine count to 21, with ample floor space for further expansions, she notes.

Matrix also added a new Coherent ExactWeld 230 laser welder for production while the tooling department is incorporating a second Sodick ALN400G iGroove+ (SPW) Wire-EDM, which Anne Ziegenhorn says is capable of handling a minimum wire diameter of .002" (thinner than an average human hair). A new OGP SmartScope M45 3D multisensor, dimensional measuring system will also be integrated into the quality department’s inspection equipment.

Located in nearby Bloomingdale, the facility’s initial operations are scheduled to begin during the second quarter with full operations shifted to the site by year-end.

Source | Mejzlik Propellers

Editor’s note: CW aims to move beyond the algorithm with this new content format. The “snapshot” delivers brief, focused insights designed to quickly inform readers on key composite developments shared by industry players without sacrificing relevance or clarity. 

Mejzlik Propellers (Brno, Czech Republic) specializes in carbon fiber-reinforced polymer (CFRP) UAV propellers. Foldable propellers are a great option for UAVs, until forward flight starts wearing them out.

After hearing that foldable propeller hubs work fine in hover but weren’t designed for sustained forward flight and degrade much faster than expected, the company started work on a new 22-inch-diameter foldable propeller, using a dedicated crossflow test setup with real airflow.

Mejzlik’s second-generation hub architecture ran for hundreds of hours with no meaningful degradation. What made the difference?

• Optimized material pairing at the blade-hub interface.
• Refined geometry and load distribution.
• Precisely controlled clamping force.
• Removal of stress concentrations.
• Prepreg, hot-press blade manufacturing for higher stiffness.

The result is a foldable propeller that stays stable under long-term crossflow loads and remains predictable in extended forward-flight operation

Read about it in LinkedIn and learn more about Mejzlik’s hot press technology in the CW article: “Prepreg compression molding supports higher-rate propeller manufacturing.”

North Carolina State University announces a new partnership with the Metallurgical Engineering Trades Apprenticeship & Learning (METAL) to enhance and scale up industry-driven training opportunities for current and prospective metalworking and manufacturing professionals. Led by IACMI – The Composites Institute with funding from the Department of War’s Industrial Base Analysis and Sustainment Program, METAL strengthens and diversifies the U.S. metal manufacturing workforce, focusing on casting, forging and plate rolling.

Source: NC State University

The METAL program is a national network of universities offering immersive bootcamps, workshops and training modules in casting, forging and related processes. NC State’s hub will fill a critical gap by adding powder metallurgy and powder-enabled forging to the curriculum — technologies now central to aerospace, defense and high-performance manufacturing.

“Integrating NC State into the METAL program amplifies our workforce development initiatives throughout the region,” says Lucinda Curry, METAL National Workforce Manager at IACMI. “Many students and job seekers don’t realize the innovation, technology, and career potential in metal casting and forging. By collaborating with educational institutions, we’re opening the door to exciting, high-impact careers in these vital industries.”

At NC State, the hub will be co-led by Dr. Tim Horn, Associate Professor in Mechanical and Aerospace Engineering, Director of Research at the Center for Additive Manufacturing and Logistics (CAMAL), and Director of the Powder Materials Manufacturing Facility; and Dr. Gracious Ngaile, Professor in Mechanical and Aerospace Engineering and Director of the Advanced Metal Forming and Tribology Lab (AMT_Lab). Together, they bring internationally recognized expertise in powder production, additive manufacturing and advanced forming processes.

The NC State METAL Hub will be open to the public, offering bootcamps and workshops — immersive training in powder metallurgy, additive manufacturing and forging, reaching K-12, students, apprentices and working professionals. The program will also feature the Manufacturing Road Show — a novel, weeklong immersive manufacturing statewide engagement model in which participants visit and actively work with multiple North Carolina manufacturers to experience real-world scale industrial practices.

Center fuselages for all three variants of the F-35 Lightning II aircraft are assembled at Northrop Grumman’s integrated assembly line (IAL) in Palmdale. Source | Northrop Grumman

Northrop Grumman (Falls Church, Va., U.S.) has reached a significant milestone in factory automation and advanced manufacturing technologies by delivering the 1,500th composite center fuselage for the F-35 Lightning II stealth fighter from its integrated assembly line (IAL) in Palmdale, California, with speed and precision.

The football field-sized IAL , which began operations in 2011, is comprised of more than 3,000 parts and up to 115 assembly positions. It typically takes 8 months to create one center fuselage. Thanks to its advanced manufacturing technologies, Northrop’s IAL delivers one center fuselage every 30 hours — and seamlessly produces center fuselages for all three F-35 variants on a single production line. Notably, the use of augmented reality and virtual reality (AR/VR) tools on the IAL led to a 35% reduction in center fuselage assembly time and a 20% reduction in technician learning curve.

Northrop Grumman is a principal partner and teammate on the F-35 Lightning II industry team, which is developing, producing and sustaining three variants of this stealthy, supersonic, multirole fighter aircraft. Its team uses automated fiber placement (AFP) to fabricate upper wing skins, lower wing skins, inlet ducts and engine nacelles, and uses hand layup techniques to produce engine straps, wing-to-body fairings, access panels, bullnoses, blade seals and vertical seal components for all variants.

Read “Skinning the F-35 fighter” to learn about Lockheed Martin’s part in producing the aircraft’s forward fuselage.

Northrop Grumman also produces the F-35’s AN/APG-81 AESA radar, the integrated communication, navigation, identification (CNI) system, wing skins and leads the industry team in low observable technologies. The company also provides sustainment support for the F-35 fleet to U.S. and international customers.

Hill helicopter’s main rotor blade is a complex amalgamation of CFRP, GFRP, unidirectional and biaxial materials that is cured in a single process. Source (All Images) | Hill Helicopters

Helicopter main rotor blades occupy an unusual position in the composite materials landscape. Unlike a wind turbine blade that rotates in relatively clean air, or an aircraft wing that experiences steady-state loading, a helicopter rotor blade operates in a persistently hostile aerodynamic environment. Each blade generates a turbulent wake from the high rate of air pressure change caused by the rotor’s movement through the air. The wake is a churning column of a disturbed flow field of air-containing vortices, pressure fluctuations and velocity gradients, and it doesn’t dissipate before the next blade arrives. Instead, each blade must push through the turbulent flow field left by its predecessor, encountering nonlinear loads that vary dramatically across the rotor disk area.

This blade-vortex interaction generates force frequencies that, if not compensated for in the structural design, can couple with the blade’s natural structural frequencies, creating resonance conditions that accelerate fatigue accumulation. Composite structures, with their directional stiffness properties, require sophisticated engineering to achieve this safe, dynamic behavior.

This design challenge is further compounded by manufacturing complexity. Composite rotor blades are traditionally manufactured in multistep assembly processes: separately manufactured spars are bonded to skins, foam cores are adhesively attached and erosion shields are mechanically fastened as a final step. Each bonding interface introduces potential variability in stiffness distribution and mass properties — the very parameters that determine dynamic response characteristics. For a structure where positioning natural frequencies within a narrow safe band is critical to achieving acceptable service life, manufacturing-induced variability creates significant engineering margins that ultimately limit performance potential, whether that be service life or operational.

For Hill Helicopters (Stafford, U.K.), and the development of its HX50 helicopter, the use of composites for the main rotor was vital to reach the desired performance of the aircraft which targeted a 140-knot maximum speed, a 20,000-hour time between overhaul (TBO), a manufacturing rate of 12 rotors a day and what the company describes as a class-leading smooth ride. However, the potential variability posed by the multistep assembly processes of a composite rotor blade meant Hill took a different path for the HX50 — developing a one-shot compression molding process that creates the entire blade structure in a single cure cycle.

Think of it like baking a layer cake versus making a soufflé. The traditional approach builds complexity through assembly — mix, bake, stack and frost layers, then repeat. The one-shot method is more like a soufflé: everything goes in at once, and if you get the recipe and timing right, you pull out something that could never be assembled after the fact. This latter manufacturing technique enables more tailored adjusting of the blade’s stiffness and mass distribution through layup sequencing and controlled laminate orientation throughout the structure. However, the biggest gains from doing it this way are manufacturing consistency, repeatability and rate.

CAD design of the cross-section of the blade.

“When you layer and cure everything simultaneously, you maintain tighter control over fiber placement and eliminate bonding interfaces that can introduce variability,” explains Dean Ridgway, chief composites engineer at Hill Helicopters. “This makes it easier to achieve the precise mass distribution needed for ideal dynamics. The result is a blade with a 20,000-hour TBO that is consistently produced, allowing us to make 12 of them each day.”

Rotor blade design

During the design phase, Hill’s engineering team developed sophisticated rotor wake characterization codes, computational fluid dynamics methodologies and advanced structural dynamic simulations. These tools worked together to define the blade’s aerodynamic profile, stiffness and mass distribution while assessing how the blade would interact with the rotor wake environment. “Rotor wake behavior is a complex, 3D flow field with localized spikes and nonlinear characteristics that are notoriously difficult to predict,” says Ridgway. “You can’t simply calculate it from first principles; you need sophisticated numerical methods validated against experimental data.”

First layer of CFRP ply placed in the mold guided by an overhead laser positioning system.

The blade’s aerodynamic profile includes parabolic tips for low tip speeds, and a continuous rate laminar flow aerofoil profile extending along the blade span. This means the wing profile is tailored for the nominal airspeed over the rotor during operation to produce consistent lift across the length. These features enable the aircraft to achieve its targeted 140-knot cruise speed and lift capacity exceeding 2,000 kilograms from a 500-horsepower engine. The cross-section features a hollow spar with a foam-filled trailing edge. The hollow spar provides the torsional and bending stiffness needed for control response, while the foam-filled trailing edge contributes to the precise mass distribution required for the high-inertia rotor system that gives the aircraft its handling qualities.

Each blade contains more than 100 individual plies of carbon fiber- and glass fiber-reinforced polymer (CFRP, GFRP) in biaxial woven and unidirectional prepreg forms. The material selection enables tailoring of fiber orientation during layup, creating directional stiffness that can be tuned to achieve specific dynamic characteristics, and weight tailoring throughout the rotor length and breadth. The tracking and balancing method employs trim wedges and both span-wise and chord-wise balance weights, providing multiple adjustment options to achieve optimal dynamic balance for the complete rotor system.

The layup process starts with placement of outer skins into the tool halves, establishing the aerodynamic surfaces. Use of laser projectors ensures operators can accurately position each ply while maintaining complete traceability through comprehensive build logs for every layer of every blade produced. This digital integration is essential for aerospace qualification and for identifying any process drift during production. After the outer skin layers, the spar — the primary load-bearing structure — is wrapped around a mandrel and positioned within the tool. The trailing edge core is added, and the upper tool half is clamped into place before curing.

Main spar prepreg plies being wrapped around a mandrel.

“There are no secondary bonding operations, no adhesive layers that might introduce thickness variation, no opportunities for misalignment between separately manufactured components,” remarks Ridgway. “The blade that comes out of the tool is the blade — geometry, fiber orientation, mass distribution, all locked in.” The tooling was designed with scalability in mind. Hill will produce additional mold tools to meet demand. At full production, a total of 12 rotors for four HX50s will be manufactured each day.

Building the molds

The molds for this one-shot process are machined from solid aluminum, fabricated in-house in segments before assembly into upper and lower halves mounted on rigid handling frames. “During machining, these tool halves undergo a rigorous process where they are pre-finished, finished and polished on a gantry mill as a single unit to ensure an impeccable surface,” explains Ridgway. “This method provides dimensional consistency across the production run, a critical factor for achieving the tight geometric and balance tolerances necessary.”

The rotor blade molds are machined from solid aluminum, fabricated in-house in segments before assembly into upper and lower halves mounted on rigid handling frames.

Each tooling half incorporates 15 electric cartridge heaters controlled by a programmable logic controller with integrated thermocouples. These manage the cure profile including temperature ramp rates, hold times and cooling rates. During cure, cycle temperature slowly rises to around 120°C. To reduce residual stresses from thermal expansion differentials, the tooling features a spring-loaded relief mechanism integrated at the root end of the tool. Insulation is used to minimize energy consumption during production cycles while ensuring uniform thermal distribution across the mold surface.

First production blade and validation methodology

The culmination of this development program came in late October 2025 with the successful extraction of the first production blade from the manufacturing tooling. The blade emerged with a gray appearance from the primer film integrated into the mold, ready for further sanding and painting. Initial qualitative assessments suggested the blade’s stiffness and configuration align with expectations, though detailed geometric scanning and computed tomography examination were still to be carried out at the time of writing.

The validation protocol includes both destructive and nondestructive examination methods to establish process consistency and control limits. Comprehensive cut-up analyses of the first production blade will be conducted alongside detailed inspections and measurements. This examination will validate the manufacturing process, and any anomalies identified during the cut-up analysis will inform the focus areas for future ultrasonic inspections or computed tomography scans of subsequent production units. This iterative approach ensures that quality control methods are finely tuned to detect relevant defects while minimizing false positives that could unnecessarily slow down production.

Mechanical qualification testing involves various assessments, including static, dynamic, fatigue and impact tests. These evaluations begin with the end fixture securely anchored to assess the mechanical performance of the blade across its different sections. The testing simulates the complex loading conditions experienced during flight, specifically focusing on the highly dynamic and nonlinear loads generated by interactions with the turbulent rotor wake field.

The first HX50 main rotor blade being released from the tooling.

“The development of these advanced composite main rotor blades marks a significant achievement for the company, reflecting years of innovation in design and manufacturing processes,” says Jason Hill, CEO of Hill Helicopters. “By successfully establishing a scalable and repeatable manufacturing process for these cutting-edge composite parts, we are now poised to produce a next-generation helicopter specifically designed for the general aviation market, all while maintaining a competitive price.”

The HX50 rotor blade program serves as a case study illustrating how innovations in manufacturing processes can enable the production of complex, scalable composite parts that would be difficult to achieve with traditional methods. By tailoring the use of GFRP and CFRP, along with hollow and cored structures, and employing a one-shot curing process, the program allows for precise control over the stiffness and mass distribution of the rotor blades, ensuring that the natural frequencies of the blades are positioned outside the rotor wake excitation spectrum, thereby enhancing performance and durability. As a result, this innovative technique is crucial to achieving the targeted 20,000-hour TBO, thanks to the strategic application of engineering intelligence across both design and manufacturing processes.

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. 

The Zimmermann FZU22 in action at Sawyer Composite. Source | Zimmerman Inc.

“Our older machines increasingly struggled with accuracy, throughput and downtimes,” says J.R. Tubb, a CNC programmer at Sawyer Composites (Fort Worth, Texas, U.S.). This was a primary challenge the company, which specializes in composite laminates and assemblies for aerospace, was looking to solve. Sawyer quickly became one of Zimmerman’s (Neuhausen a.d.F., Germany and Wixon, Mich., U.S.) first customers after it launched the FZU22 portal milling machine on the U.S. market in 2024.

“The FZU22 provided immediate improvement,” says Tubb. “It runs reliably, delivers high precision and its rigid monoblock design allows for significantly faster machining. As a result, our throughput has increased and the amount of required rework has dropped considerably.”

Sawyer Composite, in business since 1992, is ISO 9001 and AS9100 certified, providing its customers turnkey solutions in the design, engineering, manufacture and qualification of advanced composite tooling and structures.

“We have a program for a component that runs on every machine,” says Tubb, referring to the machine’s impact on daily production. “When we machined this part on the FZU22, we finished almost 30 minutes faster and with much better surface quality. The finishing work now takes only half as long. As another example, we had a series of aluminum plates to machine. Thanks to Zimmermann and their service team advice, we now achieve the required tolerance on the first run, without necessary adjustments or rework. That saves a tremendous amount of time and resources.”

Sawyer Composites find the FZU22’s other features — like an enclosed workspace, the minimum-quantity lubrication (MQL) system and the Siemens Sinumerik ONE CNC control system for five-axis machining — to be additionally advantageous when milling composite materials. 

“Sawyer shows that, despite the current circumstances, there is significant potential in the North American market and customers are willing to invest when quality and service meet expectations,” says Cornelius Kiesel, president of North America for Zimmermann.

A Quickparts spokesperson tells Plastics Technology that the investments include the installation of six new Neo800 stereolithography (SLA) 3D printers from Stratasys, as well as facility upgrades to the manufacturing space and environmental controls. These include an addition of 1,800 square feet and temperature and humidity controls to enhance the consistency and quality of the space’s output.

Quickparts applies aluminum tooling for its Quick Mold program. Source: Quickparts

The upgrades help establish the site as an aerospace and defense “center of excellence,” strengthening the company’s capabilities in high-fidelity casting patterns and SLA printing, Quickparts says.

At the same time, the company is bringing its Quick Mold offering to North America after launches in Europe, the Middle East and Africa. Quick Mold applies rapidly machined aluminum tooling and engineering-grade thermoplastics to help move customers from design to functional production-grade parts in five days or less.

The Quickparts’ spokesperson says the company can produce aluminum and steel tooling for injection molding parts of all sizes, but for Quick Mold, specifically, the product relies exclusively on aluminum tooling. To maintain operational readiness, the Quick Mold program generally limits part size to 4.500 x 2.750 x 2.000 in. Parts outside that scope can be assessed on a case-by-case basis.

In North America, the Quick Mold services are deployed from the company’s injection molding facility in Clinton Township, Michigan. Customers needing Quick Mold parts in Europe can source them from the company’s Pinerolo, Italy, facility, according to the spokesperson. In terms of early successes, Quickparts says it has used Quick Mold to: deliver a one-day design change cycle for a 50% glass-filled polyamide (PA) 66; turn around a high-stress automotive component in four days; and redesign, tool and mold a luxury vehicle button in four days.

Dual collaborative robots (cobots) with X-ray source and detector execute raster scanning trajectories for computed laminography inspection of large composite structures. Source (All Images) | Omni-NDE

The composite aerospace industry faces a persistent inspection paradox: Structures grow larger while defect detection requirements become more stringent, yet conventional computed tomography (CT) systems impose rigid size limitations. A 2-meter wing skin panel or rocket fairing, for example, simply cannot fit inside even the largest industrial CT scanner, forcing manufacturers to either forgo volumetric X-ray inspection entirely or destructively section components for post-mortem analysis.

Omni NDE (Ogden, Utah, U.S.) has developed a robotic computed laminography system that fundamentally reimagines how CT inspection scales to large composite structures. By replacing the circular scanning geometry of conventional CT with arbitrary robotic paths and employing advanced iterative reconstruction algorithms, the technology achieves 5-micron spatial resolution on structures measured in meters rather than centimeters. The approach addresses two critical unmet needs in aerospace composites: visualizing complex internal bondlines that ultrasound cannot adequately characterize, and providing secondary inspection with sufficient fidelity to make accept/reject decisions when conventional nondestructive evaluation (NDE) methods produce ambiguous results.

“Industrial CT and radiography were about 10 to 20 years behind medical imaging when I entered this field,” explains Dr. James Bennett, founder and CEO of Omni NDE, whose background in medical CT scanner development informed the company’s technology trajectory. “We realized the innovations enabling medical scanners could solve fundamental problems in composites inspection, particularly for large structures that simply don’t fit existing systems.”

Core methodology

Omni NDE’s solution replaces rotational/circular CT scanning geometry with computed laminography, a technique that predates conventional CT by several decades but has seen limited industrial application. Where circular CT rotates the imaging system around an axis perpendicular to the object, laminography employs planar motion optimized for flat forms.

Low X-ray energies for CFRP inspection (50-150 kilovoltage peak) enable portable deployment within shipping containers where steel walls can provide adequate radiation shielding.

“Laminography is ideal for scanning planar or quasi-planar structures,” Bennett explains. “When you start getting into composites and large structures that don’t fit inside a CT scanner, this approach becomes quite advantageous because we can have the robots follow the shape of the part and still do 3D volumetric X-ray inspection.”

The fundamental innovation lies not in laminography itself, but in combining this geometry with robotic actuation and iterative reconstruction algorithms. Traditional CT reconstruction relies on analytic solutions derived from the Fourier slice theorem, which relates circular projection data to 3D volumes. These closed-form solutions work only for specific geometric trajectories. “When the geometry could be any arbitrary trajectory, those equations don’t work anymore,” Bennett notes. “You have to move to iterative reconstruction, which enables what is known as arbitrary path CT.”

Iterative reconstruction treats CT as an optimization problem rather than an analytic solution. The algorithm begins with an initial estimate of the 3D volume, forward-projects this estimate to generate synthetic X-ray images, compares these simulations to actual acquired projections and iteratively updates the volume estimate to minimize differences. This approach, computationally intensive but enabled by modern GPU hardware, permits arbitrary source-detector geometries unconstrained by analytic requirements.

For planar composite structures, Omni NDE implements a raster-scanning pattern in which source and detector robots traverse the component back and forth. The part remains stationary. “The scan can be extended basically to whatever the size of the part is,” Bennett emphasizes. “We can put the system on any robot size and the robots on rails if desired.”

This somewhat infinite scope of geometry provides two critical advantages. First, penetration depth becomes essentially unlimited for composite materials. The oblique angle ensures X-rays always pass through manageable material thickness regardless of panel size. Second, region-of-interest scanning becomes trivially simple. Unlike conventional CT, which must acquire a complete data set around the entire object, laminography can focus computational and acquisition resources on specific suspect areas. “If there was a particular area, like a strike to a wing skin panel, you can scan this one area, no problem, because we’re not having to spin parts around,” Bennett explains.

The simplified software interface provides real-time 3D visualization of robot positioning and automated scan path planning on standard Windows workstations with Nvidia GPUs.

Omni NDE’s partnership with German software company Voxray GmbH (Nuremberg, Germany) proved essential for reconstruction quality. “These guys come from computer vision rather than traditional CT,” Bennett notes. “They were working on a problem in computer vision that their Ph.D. advisor suggested could apply to CT if you make objects semi-transparent. They blew us out of the water in reconstruction quality compared to Omni NDE’s internal algorithms. So, we went with them.”

Technical implementation

Omni NDE’s system integrates collaborative robots, microfocus X-ray sources, digital detector panels and GPU-accelerated reconstruction software into a mobile platform that can be deployed in aircraft hangars or manufacturing facilities. The baseline configuration mounts robots to floor plates, providing a 12-foot scan width. Extended configurations place robots on linear rails for essentially unlimited travel.

X-ray parameters for carbon fiber-reinforced polymer (CFRP) inspection operate at between 50-150 kilovoltage peak range. “We can use the steel in a shipping container to shield the X-rays at low levels,” Bennett explains. “The low energy requirements stem from composite materials’ inherently low density compared to metals, making it efficient, unlike metals, where you need significant X-ray sources and all kinds of shielding.”

This low-energy operation provides practical advantages beyond equipment cost. Radiation safety requirements for composites inspection involve significant exclusion zones rather than dedicated concrete/lead vaults. Field deployment in places like aircraft hangars becomes feasible. Additionally, source longevity increases dramatically when operated at minimal power, reducing consumable costs.

Geometric calibration of the robots relative to the sample is conducted using laser surface profilometry. This surface data establishes the coordinate reference frame for subsequent X-ray scanning and enables robot path generation that maintains consistent standoff distances across curved or irregular geometries. The system can import CAD models to guide path planning, though Bennett notes that “composites never match the CAD,” making direct surface scanning often preferable.

Laminography detail reveals bondline discontinuities and adhesive geometry that may not be present as density variations detectable by ultrasonic testing methods.

The software interface presents a deliberately simplified workflow. “We take a lot of the details that make CT complicated and simplify them to where somebody that’s only worked with 2D radiography could pick this up and run with it,” Bennett explains. Reconstruction processing happens automatically during the acquisition phase, so final 3D volumes are ready for interactive visualization as soon as the scan is complete. The rendering engine offers various display modes, including traditional slice viewing, maximum-intensity projections and volumetric rendering, which reveal internal structures with clarity similar to that of an electron microscope.

Hardware requirements remain modest: a Windows workstation with an Nvidia GPU constitutes the minimum specification. “The machine I did this with was just a regular workstation with a single Nvidia RTX A5000,” Bennett notes. “High-end data center GPUs are not required, though reconstruction speed scales with GPU performance.”

Performance validation

For demonstration purposes, Omni NDE tested a 2 × 2-foot honeycomb core CFRP sandwich panel that was intentionally damaged with a hammer, creating realistic delaminations, core crushing and fiber breakage representative of tool drops or handling damage. The scan used a raster scanning pattern with an X-ray source on one cobot arm and a digital detector panel on the opposing one.

The inspection sequence consisted of two scans: a full-field survey at 100-micron resolution covering the entire 2-square-foot area using 50 kilovoltage peak at 4 watts, completed in 65 minutes, followed by a region-of-interest scan at 12-micron resolution focused on a 9-square-centimeter impact zone, requiring an additional 35 minutes.

The results from the 100-micron-resolution scan revealed all the honeycomb cells, including the 40-micron-thick aluminum septum. Impact damage shows distinct patterns of core crushing and deformation, and the adhesive fillets where the bonding paste contacts the cell walls are clearly defined.

Progressing to the 12-micron region-of-interest scan reveals features approaching the theoretical resolution limit of X-ray imaging for these geometries. Individual carbon fiber tows, typically 5-7 microns in diameter, become visible as distinct elements. Fiber breakage from impact appears as discrete severed filaments rather than amorphous damage zones.

Volumetric rendering at 12-micron resolution reveals individual carbon fiber breakage, honeycomb core crushing and deformation patterns from impact damage.

Porosity in the thin CFRP facesheets shows up as distinct voids with measurable shapes. The system can tell the difference between round intra-ply voids and elongated interply voids based on their shapes. Slicing through the material reveals how the shape of the voids changes at the layer boundaries, which may indicate differences in the manufacturing process. “Even tiny air pockets or voids within the laminate are visible,” Bennett explains. “We can see those quite clearly within each layer.”

The adhesive carrier fabric in bondlines shows up as clear cross-hatch patterns, while porosity in the adhesive layers is visible at almost every scale. Validation against established reference standards confirms that the system can detect voids as small as 10 microns in CFRP laminates, and its contrast sensitivity allows for the identification of density variations of 2-3% in resin-rich areas. Spatial resolution measurements, conducted with specialized image quality indicator (IQI) phantoms — physical objects with known materials and structures scanned by a CT machine to assess and monitor its performance by measuring resolution — confirm a capability of 5 microns under optimal conditions, though this degrades to 10-15 microns at maximum scan extents.

Laminographic detail shows adhesive fillet geometry, carrier fabric cross-hatch pattern and individual voids within the bondline between aluminum honeycomb core and CFRP facesheet in the damaged area.

For bondline inspections, the system effectively shows adhesive distribution in composite-to-composite joints, including core splices, where traditional ultrasound techniques are limited in their characterization capabilities.

“There is no other method if you really want to see how adhesive is actually connected or not connected in a bond or core splice,” Bennett states. “Aerospace customers globally have procured systems from us specifically for this capability.”

Industry implications

Omni NDE’s laminography system enables aerospace engineers to visualize the actual defect composite morphology and make informed accept/reject decisions, rather than defaulting to potentially ambiguous ultrasonic indications or to destructive testing and scrapping expensive components.

The tiered region-of-interest scanning inspection strategy balances throughput with fidelity. Stealth aerospace structures present particularly compelling applications in which complex internal features that require precise geometric control that surface-based NDE methods cannot verify. “As we get into defense and start talking about stealth structures that have much more complicated internal structures, this becomes essential,” Bennett notes.

The technology also extends to repair verification and addresses growing interest in repairable aerospace composites. For example, visualizing adhesive distribution in scarf repairs, confirming ply drop sequences in bonded patches and verifying cure quality in repair materials — all benefit from volumetric inspection that conventional methods cannot provide.

The absence of competing solutions for large-structure CT inspection reflects fundamental technical barriers rather than market oversight, positioning robotic laminography as an enabling technology for next-generation aerospace manufacturing. “Our goal is to use the latest developments to solve inspection challenges,” says Bennett, “but also to unlock new capabilities.” 

Source | RVmagnetics

RVmagnetics (Košice, Slovakia) has completed Test, Evaluation, Verification and Validation (TEVV) — a comprehensive, risk-based approach for assessing complex systems — at the National Physical Laboratory (NPL, Teddington, U.K.), confirming the performance of its MicroWire sensor technology under extreme conditions, including cryogenic temperatures and exposure to neutron and gamma irradiation. For system integrators and program managers, this means reduced risk at the sensing level even in environments such as cryogenic fuel systems, orbital platforms and nuclear infrastructure.

The tests confirmed that MicroWire sensors deliver:

• Stable and predictable behavior
• Reliable signal response under ionizing radiation
• Proven operation at cryogenic temperatures.

Building on prior validation down to 4 Kelvin (liquid helium), MicroWire technology is enabling new approaches to:

• Cryogenic tank and propulsion monitoring
• Structural health monitoring (SHM) in aerospace structures and platforms
• Early warning systems in mission-critical infrastructure.

Following this milestone, RVmagnetics is accelerating technology readiness levels (TRL) and industrial deployment in collaboration with customers and integration partners. Read more about this work in LinkedIn, the full paper with NPL UK on RVmagnetics’ website and more about RVmagnetics in CW articles.

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.”  

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.

At MRAS digital tools and established manufacturing principles go hand in hand to achieve advanced propulsion technologies. Source (All Images) | ST Engineering MRAS

When JetZero (Long Beach, Calif., U.S.) selected ST Engineering MRAS (Baltimore, Md., U.S.) to design and manufacture the metal exhaust nozzle for its full-scale, all-wing demonstrator aircraft, the decision reflected more than engineering capability. It demonstrated confidence in a manufacturing organization with the industrial maturity, digital integration and certification experience — in both metal and composites — required to support next-generation propulsion systems.

The JetZero demonstrator, scheduled to begin flight testing in 2027, is designed to validate technologies targeting up to a 50% reduction in fuel burn and carbon emissions. As a key supplier of propulsion system components, ST Engineering MRAS is contributing design, engineering and manufacturing expertise to a program intended to de-risk future production and certification pathways.

This role builds on ST Engineering MRAS’ long-standing position as a supplier of nacelle systems and complex aerostructures across commercial, defense and emerging aerospace platforms. While many manufacturers are still translating advanced manufacturing concepts into rate-ready production, MRAS has already deployed and is operating a digitally connected, automation-enabled manufacturing environment. These manufacturing technologies support current programs and are the foundation upon which the next generation of technologies will be built for future aircraft architectures.

“At ST Engineering MRAS, we see it as our mission to develop and bring technologies forward that enable our customers to meet the performance needs of future platforms,” says Mitch Smith, vice president of operations and director of technology and process engineering. “Significant investments are being made in our three technology pillars: Next Generation Materials, Advanced Automation and Digital Thread. Delivering on these technologies will ensure that our current and future products are manufactured on time, on cost, with high quality.”

Engineering beyond materials

Advanced materials remain central to product performance, but ST Engineering MRAS’ strength lies in how those materials are engineered, industrialized and certified. With decades of experience in composite structures, the company fabricates nacelle components using a wide range of resin systems and carbon fiber forms from leading suppliers.

Its manufacturing and assembly expertise spans multiple aerostructures and nacelle components, including fan cowls, inlets and thrust reverser structures, in service across commercial and defense programs. Engineering teams translate aerodynamic and thermal performance requirements into optimized structures, balancing structural efficiency with lightning protection, fire resistance and bird-strike tolerance.

This integration of design and production disciplines enables ST Engineering MRAS to deploy a mature design-for-manufacturing into its development and production programs. This drives designs and manufacturing processes to be repeatable and rate-ready, complying with certification standards from the FAA, EASA, Transport Canada and CAAC for strength, fatigue and damage tolerance.

Automation as an engineering enabler

Established engineering principles guide ST Engineering MRAS’ approach to manufacturing transformation: Automation is not simply about speed, but about precision, repeatability and quality assurance.

MRAS AFP system.

At the company’s 1.9-million-square-foot Baltimore facility, extensive clean- room layup and assembly areas operate as part of an integrated manufacturing ecosystem (read CW’s 2023 plant tour). The automated fiber placement (AFP) systems at ST Engineering MRAS build product and simultaneously inspect materials, ensuring process parameters are monitored in real time throughout the component build and expanding automation to key processes, tool cleaning, acoustic drilling and robotic assembly results in a consistent product.

“We’ve built an environment where automation and human expertise work in concert,” explains Smith. “Our technicians operate within a digital framework that connects design, production and inspection.”

Automation extends beyond the production floor. Robots perform scheduled facility inspections using acoustic, thermal and LiDAR sensors to assess equipment condition and detect deviations. This predictive monitoring supports the reliability of the manufacturing process and reinforces MRAS’ operational resilience.

The digital thread as a production enabler

The backbone of ST Engineering MRAS’ digital strategy is a data thread designed to support high-rate, certified production rather than isolated digital experimentation. The company is rolling out a digital Certificate of Conformance process in collaboration with Plataine (Waltham, Mass., U.S.), creating an AI-enabled framework that connects raw material supply, quality verification, manufacturing execution, and asset management.

Through this system, material data from suppliers is digitally captured and analyzed using AI before materials enter production. Shipping containers arrive with embedded digital information capturing material pedigree, thermal history and other asset information. This data is then automatically processed upon arrival via a secure data transfer and all data is verified to ensure all compliance and quality requirements are met.

This approach streamlines the flow of raw materials, reduces manual intervention, eliminates human error and enhances traceability throughout the supply chain. More importantly, it creates a single, authoritative data environment that links supplier information directly to manufacturing and quality systems.

The digital thread also underpins MRAS’ broader manufacturing optimization strategy. As aircraft OEMs increase production rates, particularly in response to single-aisle ramp-up requirements, the ability to synchronize engineering intent, manufacturing execution and quality assurance becomes critical. Digital continuity allows MRAS to improve throughput while maintaining repeatability, certification integrity and delivery performance.

“This is our focus from a digital technology perspective,” says Smith. “The digital thread allows us to optimize manufacturing flow, support rate increases and ensure quality is built into every stage of the process.”

Proven maturity across programs

ST Engineering MRAS’ manufacturing maturity is reflected in its extensive portfolio, covering both legacy and emerging platforms. The company designs and produces nacelle systems and complex structures for the Boeing 767, 747 and 777X, as well as the Airbus A320neo, Lockheed Martin C-5 and C-130J, and the Bombardier Global 7500. It also engineers high-performance composite components for Archer Aviation and others.

The JetZero blended wing demonstrator program is a recent example of how this capability is applied to next-gen aircraft development. As the designer and manufacturer of the exhaust nozzle, MRAS is supporting a propulsion architecture intended to deliver step-change improvements in efficiency and emissions, while following a deliberate strategy to de-risk production and certification.

 

Working alongside JetZero and propulsion system partners, MRAS is applying its established composite engineering, automated manufacturing and certification expertise to ensure the component is not only technically advanced but also producible and certifiable within future program timelines.

Certification is embedded in every engineering activity. ST Engineering MRAS conducts structural, fatigue and bird-strike testing in-house and through accredited test centers, maintaining familiarity with Part 25 and Part 33 requirements.

This extensive body of certified work reflects an industrial readiness that few nacelle suppliers can match. the company believes. While others focus on proof-of-concept demonstrators, ST Engineering MRAS digitally linked production system already manufactures qualified nacelle structures at scale.

Sustainability and process efficiency

Sustainability improvements at ST Engineering MRAS are increasingly driven by digitally enabled process efficiency. The company is actively optimizing autoclave cycles through digital monitoring and control, improving energy efficiency, increasing asset use and reducing variability without compromising certification requirements.

By combining cure cycle optimization with reduced rework and improved first-time quality, MRAS is achieving measurable reductions in energy use and material waste across the production life cycle.

Its phosphoric acid anodizing line and in-house bond primer application process are NADCAP-accredited, ensuring both corrosion resistance and environmental compliance. Similarly, the use of digital monitoring in ST Engineering MRAS’ paint facilities allows precise control of emissions, curing cycles and material usage.

“Efficiency is driven into every layer of our operations,” notes Smith. “Each process operates within a digitally connected system. From fiber placement to final paint, you not only improve throughput but also achieve measurable sustainability gains.”

Building the next-generation nacelle

Current R&D activities at ST Engineering MRAS include the development of advanced composite architectures, improved acoustic liner performance and bonded structures designed to support complex aerodynamic and thermal requirements. Engineering teams are also preparing nacelle designs for greater integration of electrical systems, sensing capability and thermal management, aligning with the needs of hybrid-electric and ultra-high bypass propulsion concepts.

These efforts are supported by digital manufacturing tools and data continuity, ensuring that future nacelle designs are developed with production, certification and life cycle support in mind from the outset.

Sugato Bhattacharjee, head of strategy and business development, emphasizes that this systems-level view is essential as propulsion concepts become more distributed and more integrated with the airframe. “The nacelle of the future will incorporate sensing, electrical actuation and thermal management systems within an optimized composite framework,” he explains. “It will interact with digital twins and predictive maintenance tools, creating a continuous data exchange between design, manufacturing and operation. That’s the trajectory we’re already engineering toward.”

“We don’t innovate in isolation,” Bhattacharjee adds. “Our development programs are aligned with customer roadmaps and validated within live production environments. The objective is not experimentation for its own sake but engineering advancement that’s immediately producible at scale and rate.”

PC-12 Pro landing. Source | Pilatus Aircraft Ltd.

In late 2025, the Tawazun Council for Defence Enablement (Tawazun), an independent government entity that works closely with the Ministry of Defence and security agencies in the UAE, and Pilatus Aircraft Ltd. (Stans, Switzerland) signed an agreement to expand cooperation in the production of PC-12 Pro composite parts, to be manufactured by Strata Manufacturing PJSC (Al Ain, Abu Dhabi, UAE), the advanced manufacturing company wholly owned by Mubadala Investment Co.

The agreement also confirms the continuation of the existing Strata-Pilatus partnership — delivering 100 shipsets across five current work packages — while expanding collaboration through this offset project dedicated to the manufacture of PC-12 Pro composite components, with the support of Tawazun.

Enabled by the Council, this collaboration reflects its commitment to strengthening national manufacturing capabilities and advancing global partnerships in dual-use technologies. Since its inception, Strata has manufactured over 31,500 components and delivered more than 1,140 shipments from its Al Ain facility to Switzerland, including PC-24 flap track fairings, belly fairings, bullet fairings, tail cones, pylon fairings and internal floor panels, reaffirming its growing contribution to the international supply chain.

Majed Saif Al Shamsi, executive director of the Tawazun Economic Program at Tawazun says, “We are committed to empowering national companies and supporting strategic investments that deliver lasting economic and industrial value for the UAE. Our partnership with Strata and Pilatus demonstrates the strength of collaboration between Emirati and global industry leaders.”

“Today, over 65% of the composite airframe of the Pilatus PC-24 are proudly made by Strata in Al Ain — proof that Emirati craftsmanship is flying high across the world,” says Sara Abdulla Al Memari, acting CEO of Strata. “We look forward to the opportunity to expand our cooperation to manufacture composites for the PC-12 platform.”

For related content, read “Airbus formalizes A400M industrial deal with UAE’s Mubadala.”

Heat shield for a space application. Source | Walter Pritzkow

Editor’s note: CW aims to move beyond the algorithm with this new content format. The “snapshot” delivers brief, focused insights designed to quickly inform readers on key composite developments shared by industry players without sacrificing relevance or clarity. 

“Airbus told me ‘Every kilogram saved equals thousands of euros in operational savings,’” says Walter Pritzkow, owner of CMC materials company Walter E.C. Pritzkow Spezialkeramik (WPS, Filderstadt, Germany). “Most engineers see ceramic components cost more than metals and stop there. When we [the company] reduce a helicopter firewall made of OCMC [oxide ceramic matrix composite] from 1.5 millimeters to 1.0 millimeter, the part price increases in comparison to a titanium component, sure. But weight savings pay for itself many times over.”

WPS has proven its ability to build thin-walled structures that maintain their strength, cut weight by half and have a density of 2.8 grams/cubic centimeter (compared to titanium’s 4.5 grams/cubic centimeter density).

In its latest aerospace project, WPS is targeting 1-kilogram reduction through fabric optimization. “One kilogram might not sound dramatic, but in aeronautics it represents a step change,” says Pritzkow.

WPS celebrates more than three decades of OCMC work. Recent projects include unmanned aerial vehicle thrusters for Jetoptera — the redesign is 30% smaller than the first OCMC versions. The aim is to have a complete system of four thrusters and tubes with a weight under 4.5 kilograms. Also read about the company’s work in extending the service life of petrochemical burner lances.

Thermoset CFRP was used to manufacture skin, stringers and frames of this mock-up aircraft structure, with thermoplastic CFRP or injection material used to make clips. Parts were assembled via thermal welding (structure size is 900 × 600 millimeters). Source (All Images) | Toray Industries Inc.

Toray Industries Inc. (Tokyo, Japan) has successfully completed its tests on a technology that welds carbon fiber-reinforced plastic (CFRP) aircraft mock-up structures almost three times faster than conventional approaches. The company originally highlighted this thermoset and thermoplastic welding process in February 2023 (read “Toray develops high-speed thermal welding...”).

Relative bonding strengths of thermosetting and thermoplastic CFRP.

Thermoset CFRP is widely used for primary aircraft structures due to its optimal material properties and long track record of practical use. In recent years, as demands for smaller components and more complex geometries have grown, so too has the use of thermoplastic CFRP (CFRTP) — well suited for high‑rate production and offering high design flexibility. The combination of thermoset and thermoplastic composites anticipate new airframes with enhanced performance and productivity, Toray notes, though conventional techniques (e.g., adhesive bonding and bolted fastening) add complexity and slow production.

Toray drew on years of expertise in CFRP intermediate prepreg manufacture and CFRP molding and processing to develop its thermal welding solution, capable of bonding thermosets and CFRTP. It delivers higher bonding strength than conventional adhesive bonding (measured through ISO 4587; see graph for more info). It also makes bonding for simulated aircraft structures (opening image) three times faster than that needed for conventional adhesive bonding and bolted fastening. Going forward, Toray will accelerate its commercialization efforts in collaboration with aerospace manufacturers.

Toray participates in industry conferences (e.g., CompositesWorld Tech Days) where design, simulation and testing technologies are discussed, which often include presentations on composite modeling workflows relevant to structural and manufacturing simulation.

Source | NEDO

Toray’s welding technology is the result of the “Development of New Innovative Composite Materials and Forming Technologies” project, supported by the New Energy and Industrial Technology Development Organization (NEDO).

From 2020-2024, the project explored simulated structures — that is, simulation for thermoplastics, high-speed composite lamination, high-rate fuselage component molding, high-strength composite material joining and practical CMC tech for engine components — in order to provide lighter, stronger CFRP aircraft at production rates equivalent to or higher than those of aluminum airframes.

Learn more about the project.

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.