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

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

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

The history and science

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

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

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

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

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

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

Objective, reliable measurement

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

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

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

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

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

“Surface Intelligence”

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

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

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

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

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

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

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

SIMM framework

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

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

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

Case histories: LTA, F-35

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

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

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

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

Click Bond, AI and making all bonds more predictable

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Source | Albany Engineered Composites 

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

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

AEC’s strategic mission focuses on three core areas:

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

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

Visit AEC at Booth K24 in Hall 6.

Source | ATC Manufacturing

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

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

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

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

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

Source | Bell Textron Inc.

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

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

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

Source | Getty Images

Airbus (Toulouse, France) will be drawing on the Bodo Möller Chemie Group’s (Offenbach am Main, Germany) expertise in adhesives for aerospace applications. The recently signed supply contract will deliver innovative adhesive technology systems to several of Airbus’ international plants, marking an expansion of Bodo Möller Chemie’s aerospace activities.

The collaboration is based in particular on the broad certification of Bodo Möller Chemie sites in accordance with EN 9120, its many years of partnerships with leading suppliers such as Dow, DuPont, Elkem, Henkel, and Huntsman and on the company’s worldwide presence with branches in more than 40 countries.

EN 9120 certification is an essential prerequisite for supplying the aerospace sector. This standard guarantees end-to-end traceability, process reliability and standardized processes, essential requirements for a global cooperative partnership with manufacturers like Airbus. Bodo Möller Chemie already holds this accreditation at multiple locations, including in Germany, France, Switzerland, Italy, Israel, China, India and Mexico. Fifteen further international branches are currently undergoing the certification process.

“The collaboration with Airbus confirms our consistent focus on quality, certification and technical excellence,” says Frank Haug, CEO of the Bodo Möller Chemie Group. “Our teams worldwide have worked intensively in recent years to tailor processes, logistics and expertise precisely to the high demands of this industry. This supply agreement is the result of these joint efforts and a strong signal for our continued international growth.”

The Bodo Möller Chemie Group has used its long expertise to assist clients with challenging applications in the aerospace field for years, developing tailored solutions for a wide range of complex processes. 

Source (All Images) | Beyond Aero

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

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

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

Hydrogen tanks integrated in the hydrogen-electric business jet.

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

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

Certification under transport-category standards

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

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

Technical validation, program maturity and infrastructure integration

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Source | Cevotec GmbH

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Visit Cevotec at Booth M99 in Hall 5.

Source | LTA Research

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

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

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

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

AEC’s GPL Series Packaged Chillers. Source: AEC

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

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

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

Source | Climate Impulse YouTube video

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

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

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

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

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

Source | Coexpair

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

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

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

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

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

Source | Adobe Stock/Hexagon Agility

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

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

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

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

Source | CompPair

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

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

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

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

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

Source | Continuous Composites

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

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

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

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

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

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

Source | NCC

The NCC (Bristol, U.K.) and the Centre of Expertise in Advanced Materials and Sustainability (CEAMS, Manchester, U.K.) have built on carbon fiber circularity breakthroughs within the U.K. industry to demonstrate the use of reclaimed continuous carbon fiber (rCCF) in a prepreg product. The continuous fiber’s mechanical properties are maintained, thus proving its suitability for advanced manufacturing processes.

Prepreg carbon fiber is the material of choice for performance applications such as aerospace. It requires high precision and high quality, but is more expensive to make — representing a new bar for recycled material to meet, partners report.

The NCC worked in collaboration with the U.K.’s Cygnet Texkimp, SHD Composites and Teledyne CML Composites to manufacture an aircraft access panel using 100% rCF. Cygnet Texkimp recycled and extracted the carbon fiber tows using its DEECOM recycling process; the NCC respooled the reclaimed tows into production-ready bobbins; SHD Composites converted the material into a prepreg product; and the NCC manufactured an aerospace access panel demonstrator using tooling and manufacturing design supplied by Teledyne CML Composites.

Mechanical characterization at SHD showed equivalence in both fiber and stiffness when compared with virgin prepreg produced at the same parameters. This takes the material one step closer to high-performance applications in industries like aerospace and energy.

“We’re making real progress on carbon fiber circularity — and it’s an example of what NCC does best,” says Jack Alcock, CEAMS technology creation lead at the NCC. “Together with partners such as CEAMS — and backed by capabilities like our new Carbon Fibre Development Facility — we’ll continue to take on these big challenges.”

Source (All Images) | Demgy Group

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

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

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

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

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

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

Thermoplastics and thermoset composite solutions

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

Technologies on display include:

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

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

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

Natural fiber composite solutions developed through its dedicated Flaxcomp technology.

Drake Plastics, Demgy Group partnership

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

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

Series of production components on display

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

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

Visit Demgy Group at Booth B31 in Hall 6.

Source (All Images) | Sport Dynamics Lab

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

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

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

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

Three-point bending is not enough

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

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

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

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

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

Developing the solution

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

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

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

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

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

How it works

A ski being tested in the Flexdynamics machine.

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

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

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

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

First response, energy dissipation, complex systems

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

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

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

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

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

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

Simulation, end-to-end solution

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

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

Examples of insights provided:

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

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

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

Evaluating bio-based and recycled materials

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

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

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

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

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

Future applications

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

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

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

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

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

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

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

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

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

Innovation highlights

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

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

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

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

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

Patented infrared welding

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

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

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

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

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

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

Source (All Images) | Suprem

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

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

A history of quality

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

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

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

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

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

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

Myriad materials, tailored towpreg for automation

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

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

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

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

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

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

3D printing filaments, rods and profiles

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

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

TPC tanks, process know-how

 

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

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

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

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

Digitization, future opportunity

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

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

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

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

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

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

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

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

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

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

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

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

Source | FACC AG

FACC (Ried im Innkreis, Austria) has been selected by Embraer (São José dos Campos, Brazil) to develop and manufacture new interior components for the Praetor 600E and 500E. The contract spans multiple materials, including composites. Parts will be produced on the company’s business jet interiors production line in Austria. (Note: FACC also has a long-term Aircraft Interiors Center of Excellence in Croatia for future increased production rates.)

During the development of the new medium-cabin jet family, FACC was selected as one of Embraer’s key suppliers for the production of the Praetor 600E monuments and interior linings, from the cargo compartments through the passenger cabin to the cockpit, as well as the linings on the Praetor 500E. This collaboration further secures FACC’s position as a leading interior supplier in the business jet segment.

“Throughout the Praetor 600E cabin development, FACC has been a key industrial partner in ensuring interior manufacturing excellence,” says Newton Coutinho Filho, VP of programs at Embraer Executive Jets. “The company supports Embraer with deep manufacturing expertise and reliable execution. Their ability to industrialize complex interior structures at scale is fundamental to delivering a high‑quality, consistent cabin across our fleet and production readiness for this next evolution of the Praetor family.”

The passenger experience in the Praetor business jet family is being taken to a new level, Embraer reports. An intelligent and optimized cabin design creates a completely new sense of space. Modern lightweight technology from FACC combined with surfaces made of high-quality processed leather, elegant wood veneers and refined metals create an atmosphere of well-being — including in-flight entertainment that is seamlessly integrated into the sidewall.

FACC and Embraer are maintaining a broad cooperation, with FACC manufacturing business jet cabin liners as well as structural components, such as spoilers and ailerons, for Embraer’s E2 passenger aircraft. The cooperation with Embraer was awarded with a Supplier of the Year Award in 2025, 2024 and 2021.

Source | FACC/Delta

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

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

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

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

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

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

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

Source | iCOMAT

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

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

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

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

Source | Fairmat

Fairmat (Paris, France) has signed contracts with five industry players to advance composites circularity solutions.

Aeronautical composites circularity

A contract with Airbus (Toulouse, France) will explore new approaches for the disassembly and valorization of carbon fiber composite panels from the aerospace industry. Signed at the end of 2025, this contract is part of a research-driven initiative to explore circular reintegration solutions for these materials, with a view to future industrial applications, particularly in aerospace.

Fairmat is leveraging its specific expertise to work on wing structures and keel beam elements used on long-haul aircraft such as the A350. The joint work aims to assess the conditions required to recover high-quality composite material and to evaluate its potential for reuse in demanding industrial applications.

Accelerating sustainable innovation in construction

A collaboration with construction solutions provider Etex (Zaventem, Belgium) will serve performance and sustainability in construction. Partners will look to novel technological pathways to integrate recycled carbon fiber (rCF) composites into various construction applications that today still rely heavily on metallic or carbon-intensive materials.

While the partnership is covering multiple applications, first developments aim to replace fastening components traditionally made of anodized aluminum or steel. The partnership also targets at least a 50% reduction in carbon footprint compared to aluminum, while improving key properties such as corrosion resistance and thermal insulation.

Etex will be supported by Fairmat’s CF composite feedstock, its fully digitalized and traceable process and Fairmat Infinity Recycling.

Eco-design meets high-performance sport

Together, Fairmat and Babolat (Lyon, France) are to embed low-impact rCF composite materials at the earliest stages of Babolat racket sport equipment product design. This involves exploratory projects focused on innovation and eco-design.

These initiatives will give rise to “demonstrator” concepts that act as real learning labs spaces where Babolat can test, iterate and build knowledge to progressively extend breakthroughs across full product ranges and generate measurable, global impact. 

Beyond new materials, Babolat also embraces a comprehensive life cycle assessment approach, fully aligned with Fairmat’s circular economy vision.

Development of rCF footwear for the orthotics market

Fairmat, LaunchPad O&P (Minneapolis, Minn., U.S.) and Billy Footwear (Kent, Wash., U.S.) partner to develop an rCF composite footplate for orthotic care in the U.S. The project brings together three complementary areas of expertise — advanced composites recycling, clinical orthotic practice and adaptive footwear engineering — with the objective of improving patient mobility through material innovation.

The primary objective of this initiative is to normalize gait mechanics while embedding sustainability into medical device applications. According to Fairmat, the engineered material structure is designed to optimize energy transfer during movement, supporting improved propulsion and more efficient gait patterns in everyday use. Its controlled mechanical performance enables clinicians to fine-tune orthotic support with
greater accuracy, contributing to consistent and reliable functional outcomes. At the same time, the use of recycled composite materials and streamlined production processes supports improved cost efficiency, reinforcing the ambition to broaden access to advanced orthotic solutions.

Redefining sustainable materials for winter sports

Salomon (Annecy, France) join forces with Fairmat to integrate rCF composites across several lines of winter sports equipment, such as skis, snowboards and high-performance gear. 

An outdoor sports brand and a global reference in alpine and Nordic skiing, Salomon is evolving its strategy to include more responsible materials. Through this collaboration, the brand plans to integrate Fairmat Carbon into the core structures of alpine skis, Nordic skis and snowboards.

Salomon sells nearly 700,000 pairs of skis sold annually on a European market of around 3.1 million units.

Source | Fraunhofer IGCV

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

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

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

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

Visit Fraunhofer IGCV at Booth L142 in Hall 5.

Source | MANTA program

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

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

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

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

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

Source | Hypersonix

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

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

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

Source | Hypersonix

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

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

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

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

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

 

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

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

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

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

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

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

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

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

Additional key features include: 

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

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

Unimat material production. Source | James Cropper

James Cropper Advanced Materials (Schenectady, N.Y., U.S.) and Hexcel Corp. (Stamford, Conn., U.S.) are working together through the European Composites Circular Alliance’s (ECCA) Aerospace & Defence Working Group to advance the development of high-value composite materials produced from recycled carbon fiber (rCF), supporting performance and circularity across aerospace, automotive and mobility sectors.

The ECCA brings together material producers, end users, recyclers and part manufacturers to address the structural challenges that limit composites recycling. One of its key focus areas is carbon fiber recycling within aerospace and defense, where material performance and fiber use are critical. 

“For aerospace applications, improved fiber alignment supports stiffness-driven designs core to lightweighting and fuel burn reduction,” says David Tillbrook, senior Technical Fellow at Hexcel and chair of the Aerospace & Defence Working Group for the ECCA. “Fuel accounts for over 90% of an aircraft’s lifetime emissions and up to 30% of airline operating costs, so weight reduction is a key environmental and economic driver.”

The collaboration between James Cropper and Hexcel centers on the use of Unimat, enabled by James Cropper’s Vectis aligned fiber technology, as a practical model for how rCF materials can achieve the alignment and fiber volume fractions needed to compete in demanding composite applications. The objective is not alignment alone, but the development of enhanced, high-value recovery composite materials made from rCF that deliver meaningful structural performance.

Andy Walton, managing director for advanced materials at James Cropper, says that the ECCA provides the framework for industry-wide collaboration, while working with Hexcel enables James Cropper to accelerate its learning and development in a way that will benefit the wider composites ecosystem.

Source | K3RX

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

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

The capital raised will enable K3RX to:

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

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

Read more in LinkedIn.

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

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

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

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

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

LK Metrology’s Maxima and Maxima R bridge-type coordinate measuring machines (CMMs) are designed for precise measurement of large, complex, heavy components. The machines are well-suited for quality control applications across industries such as aerospace, energy, automotive, heavy engineering, power generation, transportation and industrial machinery.

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

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

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

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

Source | AFD Systems

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

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

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

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

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

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

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

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

Source (All Images) | MTorres

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

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

CAM software for complex geometries

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

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

New level of flexibility versus winding

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

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

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

Platform for future innovation

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

Source | Natilus

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

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

Inside the Horizon Evo.

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

Read the complete announcement.

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

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

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

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

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

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

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

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

Source: Precision Additive
 

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

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

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

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

Precision Additive | precisionadditive.com

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

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

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

More about the additive manufacturing programs:

AM+ Workshop: Aerospace & Defense

Tuesday, September 15, 1 – 4 p.m. 

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

AM+ Workshop: Medical

Wednesday, September 16, 1 – 4 p.m. 

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

Source | RVmagnetics

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Source | Airbus, SAUBER 4.0 project

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

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

Technology highlights

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

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

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

German consortium partners and contributions include: 

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

Shaping the future of aviation

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

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

Stratasys and several manufacturing partners are launching the qualification program of SAF PA12, a production-ready nylon material, which upon qualification will be available on the Stratasys H350 (seen here).
Source: Stratasys

Stratasys Ltd. has launched a qualification program of SAF PA12, a production-ready nylon material, designed to help manufacturers apply selective absorption fusion technology across key aerospace and industrial use cases. This program is intended to help manufacturers address modernization and reshoring initiatives by enabling more scalable, qualified additive manufacturing.

The qualification program extends Stratasys’ AIS advanced industrial solution package to SAF technology, applying a structured framework for material performance, consistency and traceability required in production environments. By shortening material qualification timelines, manufacturers can move more efficiently from initial adoption to routine production using SAF printers.

SAF PA12 nylon powder has been developed to meet the performance, consistency and traceability requirements manufacturers expect in production environments. Validation within the AIS framework will help shorten material qualification timelines, enabling customers to more efficiently move from initial adoption to routine manufacturing using SAF technology.

The qualification of SAF PA12 is being conducted through an industry-led collaboration, using the proven NCAMP (National Center for Advanced Materials Performance) materials qualification process that brings together leading manufacturers and additive manufacturing service bureaus. Early participants include Boeing, General Atomics Aeronautical Systems, Inc. (GA-ASI), Northrop Grumman and Raytheon, along with Additive at Scale, Bifrost Manufacturing, 3D Composites, Rapid PSI and Stratasys Direct Manufacturing. Together, this group is validating SAF PA12 powder to support repeatable, production-grade manufacturing across demanding industrial applications.

“Bifrost is excited to participate in this effort to support our aerospace and defense partners, and most significantly, this will provide engineers and designers with validated data, predictability and trust in additive for production components,” says Killian Erickson, founder and CEO, Bifrost. “We're working together with Stratasys and the National Institute for Aviation Research (NIAR) to provide the knowledge and resources to eliminate the guesswork for our clients, further cementing SAF as a keystone technology in our business."

The Advanced Industrial Solution (AIS) brings together materials, process control and traceability to help manufacturers move more confidently from qualification into production. Extending AIS to SAF technology broadens access to production-ready polymer additive manufacturing beyond Stratasys’ initial AIS platforms.

“SAF technology is designed to help manufacturers address the realities of production—throughput, consistency, and cost efficiency at scale,” says Rich Garrity, president and chief business unit Officer, Stratasys. “Validating SAF PA12 for industrial use cases reduces barriers to enterprise adoption by expanding where and how customers can apply the technology, giving them greater confidence to use SAF across functional prototyping, tooling, and production environments.”

Source | Getty Images

Syensqo (Brussels, Belgium) has been awarded a new multiyear contract by Boeing (Arlington, Va., U.S.) to continue providing advanced material solutions supporting Boeing commercial and defense programs.

As Syensqo’s largest end market, representing approximately 20% of its net sales, aerospace is a key driver of the group’s innovation, growth and long-term value creation. The agreement covers a range of applications including primary and secondary structures, interiors and surfacing.

Syensqo’s decades of materials science expertise has directly contributed to lighter, more durable and more sustainable aircraft. The company supplies a broad portfolio of both established and innovative lightweight materials, spanning advanced composites and structural adhesives, enabling reduced emissions and improved efficiency. 

“It is an honor to continue our partnership with Boeing and to supply advanced materials from our global manufacturing footprint. Aerospace is a strategic priority for Syensqo,” says Rodrigo Elizondo, president of Syensqo Composite Materials.

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

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

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

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

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

Source | Uavos Inc.

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

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

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

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

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

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

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

Source | Jetoptera

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

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

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

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

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

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

Source | Web Industries

Web Industries Inc. (Marlborough, Mass., U.S. and Nantes, France) is increasing its thermoset composite slitting capacity at its European Center of Excellence in Nantes. A new slitting line will become operational in May 2026, expanding the site’s ability to supply high‑quality slit thermoset tapes for advanced aerospace manufacturing.

The added capacity strengthens Web Industries’ ability to meet growing demand and support high‑rate production for major European aerospace programs.

The new line follows the established production approach and quality expectations in place at the Nantes site, ensuring consistent performance and controlled processes required for aerospace applications. Nantes serves as Web Industries’ European platform for preparing thermoset and thermoplastic composite (TPC) materials, including cutting, kitting and slitting services that support current and next‑gen aerospace and space programs.

“This investment strengthens our ability to support European series production with the reliability and proximity today’s aerospace supply chain requires,” says John Madej, president and CEO of Web Industries.