Source: Qinetiq 

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

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

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

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

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

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

Source | JetZero

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

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

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

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

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

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

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

The history and science

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

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

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

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

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

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

Objective, reliable measurement

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

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

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

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

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

“Surface Intelligence”

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

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

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

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

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

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

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

SIMM framework

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

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

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

Case histories: LTA, F-35

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

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

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

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

Click Bond, AI and making all bonds more predictable

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

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

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

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

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

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

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

Source (All Images) | Chem-Trend 

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

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

The challenge with conventional mold release agents

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

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

A modern water-based approach

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

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

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

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

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

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

Application techniques

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

Added benefits for aerospace manufacturing

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

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

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

Enhancing efficiency, quality and sustainability

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

Source | Airbus

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

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

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

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

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

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

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

Source | 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 | Bordeaux Technowest LinkedIn

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

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

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

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

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

 Source | Aura Aero

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

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

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

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

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

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

Source | 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. 

Source | CW

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

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

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

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

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

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

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

Call for abstracts

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

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

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

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

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

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

Source | Coexpair

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

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

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

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

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

Source | 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.

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 | GE Aerospace

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

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

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

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

Defense 

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

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

Commercial 

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

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

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

Source | GE Aerospace

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

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

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

Investments will be made across five European countries: 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Read the full story on GE Aerospace.

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.

Sponsored by: 

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

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

You will see how this team:

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

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

Transcript:

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

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

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

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

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

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

Brent Donaldson: And how many employees total?

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

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

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

Brent Donaldson: So how many shifts do you run?

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

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

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

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

Elisabeth Smith: Not really

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

Elisabeth Smith: I know he was stressed a lot.

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

Elisabeth Smith: Yeah. Yeah.

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

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

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

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

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

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

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

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

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

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

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

Elisabeth Smith: Absolutely.

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

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

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

Brent Donaldson: You guys use 1Factory?

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

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

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

Brent Donaldson: So talk about the reason for that.

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

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

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

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

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

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

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

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

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

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

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

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

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

Brent Donaldson: Wow. That's fantastic.

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

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

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

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

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

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

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

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

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

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

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

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

This episode of the Shop Tour series is brought to you by Manufacturing Connected. Manufacturing connected is a digital platform from modern machine shop’s publisher, Gardner Business Media, focused on the issues shaping manufacturing. Regardless of the processes you use or the markets that you serve. That includes everything from automation and additive manufacturing to capital investment and hiring. Go to mfgconnected.com to sign up for our weekly newsletter.
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An example of Imidetex used in satellites, as shown at the I.S.T. JEC World 2026 booth. Source | I.S.T. Corp. 

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

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

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

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

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

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

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

Additional key features include: 

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

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

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.

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.

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.

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

Meet the Presenters

• DeWayne Howell, Toray Group
• Craig Neslen, Air Force Research Laboratory
• Elisabeth Smith, Acutec Precision Aersopace, Inc.
• Steve Schuster, Norsk Titanium

View agenda

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

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

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

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

Meet the presenters

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

View agenda

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

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

Learn more at this link.

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

Meet the presenters

• DeWayne Howell, Toray Group
• Craig Neslen, Air Force Research Laboratory
• Elisabeth Smith, Acutec Precision Aersopace, Inc.
• Steve Schuster, Norsk Titanium

View agenda

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

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

Learn more at this link.

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

Meet the Presenters

• DeWayne Howell, Toray Group
• Craig Neslen, Air Force Research Laboratory
• Elisabeth Smith, Acutec Precision Aersopace, Inc.
• Steve Schuster, Norsk Titanium

View agenda

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Source: 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

Source | RUAG International

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

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

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

Dr. Barbara Frei-Spreiter appointed as new CEO 

Source | RUAG International/Beyond Gravity

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

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

Experienced industry executive

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

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

Smooth transition, expanding future

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

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

Negative impact on earnings, transformation and one-time effects

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

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

Efficiency, scaling and active risk management investment

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

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

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

New ownership, organizational changes

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

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

Future outlook

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

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

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. 

Quartz nonwoven. Source | Southeast Nonwovens Composites

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

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

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

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

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

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

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

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

Source | 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.

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. 

BladeScanner concept inspections aircraft propellers. Source | Wemech

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

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

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

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

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

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

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

Cooperation opportunities

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

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

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

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