June 3, 2025 - No. 23 In This Issue : AOG Technics Director Charged With Fraud : Deutsche Aircraft rolls out D328eco prototype at ceremony in Germany : Rolls-Royce Pearl 10X Edges Closer To Dassault Debut : Most powerful aircraft engine ever made will power the world's biggest twin jet, the Boeing 777X : The BWB has a long way to go before flying passengers, freight : A MULTI-USE PLATFORM; Jetzero : Fastest Business Jet in the World Operates First Flight : Airbus Stole this Aircraft Technology from Boeing? : US and Europe Testing World’s Most Advanced Aircraft Engines Ever Made (Video) : Print, Fly, Repeat: How a US Start-Up Is Reinventing Military Manufacturing One Drone at a Time : Hermeus’ Uncrewed Quarterhorse Mk 1 Test Aircraft Flies for the First Time AOG Technics Director Charged With Fraud Share Alan Dron May 28, 2025 The UK’s Serious Fraud Office (SFO) has charged the director of MRO parts supplier AOG Technics, Jose Alejandro Zamora Yrala, with fraudulent trading as part of its investigation into a company that sold spares for CF56 and CF6 engines. Zamora Yrala, the company director, is accused of operating UK-based AOG Technics for a fraudulent purpose, the SFO said May 28. The company’s customers included airlines, maintenance providers and parts suppliers. The charges allege that from 2019 to 2023 AOG Technics defrauded customers by falsifying documentation that related to the origin, status or condition of aircraft parts. AOG Technics was at the center of a series of incidents where aircraft in the UK and other countries were grounded in 2023 after the UK aviation regulator, the CAA, together with the U.S. FAA and the European Union Aviation Safety Agency (EASA), issued safety alerts to airlines that may have bought or installed AOG’s parts. An SFO investigation, launched shortly afterwards, was transformed into a joint investigation with the Portuguese legal authorities into the supply of suspected fraudulent safety certification and parts. The Portuguese investigation is ongoing and last week authorities searched 10 locations across Portugal and made three arrests with SFO officers in attendance, the SFO said. Zamora Yrala will appear at Westminster magistrates court, London, on June 2. Under English law, an appearance at the relatively junior magistrates level is the initial stage before offences deemed sufficiently serious are upgraded to a higher court. “Planes were grounded, and significant disruption was caused; today’s charges are the outcome of a focused and fast-paced investigation,” SFO director, Nick Ephgrave said. “I’m proud that we’ve acted swiftly, together with our Europeans partners, to bring this important case to charge in just 19 months.” Deutsche Aircraft rolls out D328eco prototype at ceremony in Germany By Luke Peters Edited By Emma Yates-Badley May 28, 2025, 13:37 (UTC +3) Note: See photos and video in the original article. Deutsche Aircraft has unveiled the long-awaited test prototype (known as ‘TAC1’) of its new generation turboprop aircraft, the D328eco. Building on a strong legacy of German aircraft design and based on the Dornier 328 regional airliner, the D328eco promises to revolutionize the regional aircraft arena, with its increased passenger capacity and maximum range of 1,205 nautical miles (2,231km). Originally launched in August 2019 by Deutsche Aircraft’s predecessor, 328 Support Services, the new version of the Dornier 328 will be built at the company’s final assembly line at Leipzig-Halle Airport (LEJ) in Germany, with numerous key components also being manufactured at the former Dornier site at Oberpfaffenhofen in Bavaria. “The roll out of our first test aircraft marks a significant achievement in the D328eco programme and an important step towards our physical flight test activities,” announced Nico Neumann, Co-CEO of Deutsche Aircraft. “This milestone represents our transition from conceptual design to practical testing and industrialisation. At Deutsche Aircraft, we are proud to introduce an aircraft with the proven DNA of the Dornier 328, enhanced for better efficiency, reduced emissions, and a superior customer experience, making it an optimal choice for regional operators worldwide.” Deutsche Aircraft “This milestone is a testament to our team’s dedication and technical expertise,” added Olaf Lawrenz, COO of Deutsche Aircraft. “Building upon the robust foundation of the Dornier 328, an aircraft ahead of its time, we have integrated modern technologies to enhance efficiency and sustainability. The rollout reflects our commitment to delivering a next-generation regional aircraft that combines proven reliability with cutting-edge advancements to meet the evolving demands of regional aviation.” Meanwhile, Marie-Christine von Hahn, Chief Executive Officer of the German Aerospace Industries Association (BDLI), emphasised the significance of the rollout for the entire industry. “Innovations in the air improve our lives on the ground. Deutsche Aircraft is sending a strong signal on behalf of the entire industry: German aviation is a global leader,” she said. More about the D328eco The redesigned aircraft has been stretched by 2m (6ft 7in) over the original Dornier 328 to a new fuselage length of 23.3 m (76 ft), permitting it to carry up to 40 passengers, 25% more than its predecessor. In addition to an all-new cabin, the D328eco has adopted advanced avionics in the flight deck, permitting single-pilot operations in some strict regulatory circumstances and fully electronic flight charts, checklists, and other documents. The aircraft is powered by a pair of Pratt & Whitney Canada PW127XT-S turboprop engines, which offer a 14% lower fuel consumption per passenger and produce around 22% lower emissions than its predecessor. One of the key operational benefits of the D328eco will be its STOL (short take-off and landing) capabilities. These will allow the D328eco to operate from runways with a maximum length of just 1,028m (3,550ft) and land in a distance of just 965m (3,166ft). It will also be certified for steep runway approach of up to 5.5%, making the type capable of operating into and out of challenging airfields such as London-City Airport, which demand a steeper than average glideslope. “The range of the D328eco (1,205 nautical miles (2,231km) covers over 98% of all turboprop flights and 95% of all regional jet flight ranges, while being capable of flying faster than any other turboprop aircraft in production,” said Deutsche Aircraft. “With a long-range cruise speed of 324 knots (372mph/598 kph) and a cruise altitude of up to 30,000ft (9,144m), the D328eco is a competitive and efficient replacement for jets with up to 70 seats,” added the company. Adaptability is the key to success In addition to the benefits set out above, the D328eco offers a wide range of abilities, flexibility, and adaptability for operators, says the manufacturer. The aircraft has been deliberately designed for fast turnaround times at smaller regional and municipal airports where ground equipment may be minimal. The aircraft has a forward easy-to-access passenger door with integrated steps, while also remaining airbridge compatible. Using standard airport ground servicing equipment, turnaround can be kept to a minimum time, which is key to the economics of regional aviation. Also, in terms of adaptability, Deutsche Aircraft states that the type will be able to operate from short and narrow runways, sloped runways, hot and high operating conditions, paved and unpaved surfaces, and in strong crosswinds. The aircraft has also been designed to fly on 100% sustainable aviation fuels (SAF), making it future-proofed by the manufacturer. In terms of passenger comfort, the typical airline operator will configure its D328eco for 40 passengers in a single-class layout with single seats on the left side of the cabin and a double seat arrangement across the central aisle. The overall cabin width is 2.18m (85.5in) and the aisle height is 1.85m (73.3in), meaning that the average passenger will not be required to bend down while passing through the cabin. “The D328eco’s cabin is quiet and modern, featuring a roomy, stand-up aisle,” said the company. “It offers ample space for passengers, including large overhead bins for storage. With a modular galley that can potentially be equipped for hot and cold service, the D328eco can cater for all passenger needs.” However, the D328eco has not just been designed for regional airline passenger operations, states Deutsche Aircraft. With its adaptability, the aircraft will also be ideal for use in several other key roles. With a large in-flight operable door, modular cabin layout, and quick conversion capability, the internal configuration can facilitate quick medical evacuation, deployment of paratroopers, as well as assist with aerial firefighting and other humanitarian missions. Next steps towards certification Following the rollout of the first test aircraft, Deutsche Aircraft is poised to start the test campaign, marking a significant step towards type certification and the aircraft’s subsequent entry into service in the final quarter of 2027. According to the company, the development of the D328eco “is propelled by close collaboration with regulatory authorities, strategic industry partners, and a highly skilled global supply chain. These partnerships ensure that the aircraft will adhere to the highest standards of performance, safety, and sustainability.” Rolls-Royce Pearl 10X Edges Closer To Dassault Debut Share Guy Norris May 19, 2025 Credit: Rolls-Royce After logging more than 3,400 test hours on the Pearl 10X and its related Advance2 core demonstrator, Rolls-Royce says it is nearing finalizing certification tests for the engine that will power Dassault’s Falcon 10X ultra-long-range business jet. Updating progress at the EBACE 2025 business aviation show in Geneva, the engine-maker says key certification tests successfully completed include initial maintenance interval, engine type test, medium bird strike, outdoor crosswind and emissions. Flight tests of the engine were also completed on the company’s Boeing 747-200 flying testbed last October, following a campaign which logged 2,300 hr. at speeds up to 0.9 Mach and altitudes up to 45,000 ft. Rolls-Royce adds only one major unspecified certification test remains to be passed. Phillip Zeller, senior vice president at Rolls-Royce, says, “As we approach the final certification tasks, we are confident the Pearl 10X will meet the highest standards of performance, efficiency and reliability, ensuring it is the perfect fit for Dassault’s Falcon 10X.” Selected by Dassault in 2021, the Pearl 10X made its first run in 2022 and is due to enter service on the new aircraft in late 2027. Featuring a blisked titanium fan and four-stage low-pressure turbine, the engine’s high-pressure compressor incorporates six stages of titanium blisks while the two-stage turbine is shroudless. Additive layer-manufactured tiles are also incorporated into the engine’s low-emissions combustor. Rolls-Royce is thought to have now built at least three ground test and certification engines in the program, as well as the two flight test units, both of which have been refurbished for the upcoming Falcon 10X flight-test program. Separately, Rolls-Royce has announced a major production milestone with the delivery of the 9,000th engine, a Pearl 700, from its Dahlewitz site in Germany. Delivered to Gulfstream Aerospace in Savannah, Georgia, the engine is part of an increased production ramp-up for the Pearl 700, which received FAA approval (as the BR700-730) for the Gulfstream G700 and G800 ultra-long-range business aircraft in September 2023. Developed like the Pearl 10X at Dahlewitz, the Pearl 700 also incorporates the Advance2 engine core with a new low-pressure system. First deliveries of the Pearl 700-powered Gulfstream G700 began to Qatar Executive in April 2024, while deliveries of the initial G800 are expected to begin imminently following FAA and EASA certification received this April. The G800 replaces the BR725-powered G650, production of which ended in February 2024 with the completion of the 598th aircraft. Rolls-Royce marked the delivery of the 1,000th BR725 to Gulfstream for the G650 production line in September 2022. Since the start of engine production in June 1995, the Dahlewitz facility has become the group’s Center of Excellence for two-shaft engines, employing about 2,400 people from over 60 nations. Other engines built in the facility aside from Pearl 10X and Pearl 700 include the Pearl 15, BR710, BR715, BR725, Tay 611-8/-8C, V2500 and Trent XWB-84. Over 6,100 of these engines are powering business jet platforms, the company says. Most powerful aircraft engine ever made will power the world's biggest twin jet, the Boeing 777X • Boeing’s 777X is the largest twin-engine jet ever built • Its GE9X engine delivers 105,000 pounds of thrust, enough for a rocket • With quieter engines, it’s set to make long-haul flights more comfortable Published on May 15, 2025 at 1:00 AM (UTC+4) by Jason Fan Last updated on May 14, 2025 at 1:46 PM (UTC+4) Edited by Kate Bain Move over, jumbo jets, the Boeing 777X is here, and it’s bringing some serious muscle. It is the biggest twin-engine jetliner ever built, and the latest edition of Boeing’s iconic 777 family. The aircraft will be powered by the GE9X, the most powerful aircraft engine in the history of commercial aviation. And while bigger isn’t always better, the 777X experience is probably more comfortable than being stuck in a turboprop. Let’s talk numbers. The GE9X can producing a staggering 105,000 pounds of thrust. In case you have a hard time visualizing this, that’s enough power to launch a small rocket. And if you’re having a hard time believing this, the 777X proved this in 2022 when it took off nearly vertically, just like a rocket. With a fan diameter wider than a Boeing 737’s fuselage, the GE9X is definitely a massive Boeing teamed up with General Electric (GE) to make sure the engine had both brawn and brains. Thanks to cutting-edge materials like ceramic composites and 3D-printed parts, the GE9X is smarter, lighter, and way more efficient than older engines. Boeing claims that the 777X uses 10 percent less fuel than its competitors, which is great for both airlines and the planet. While the Boeing 777X is certainly the biggest plane around, size is not its only advantage. The 777X is big on comfort, sustainability and range, which is great for passengers. This behemoth can fly up to 426 passengers across continents, like New York to Sydney, with fewer emissions and less noise. Thanks to the GE9X, it purrs rather than roars (relatively speaking), which is great for avoiding thousands of aircraft noise complaints. And it’s not just the engine doing the heavy lifting. The plane itself has folding wingtips, sleek new aerodynamics, and a cabin designed to make long-haul flights feel more enjoyable. Boeing If all of this has gotten you excited, there’s good news. The Boeing 777X has already earned certification from the Federal Aviation Administration (FAA), meaning that it’s ready for action. The company expects to deliver the first bodies in 2026, with its first customer being German airline Lufthansa. Boeing’s biggest customer, Emirates, has also ordered 205 units of the 777X, meaning that you could soon give your supercar the VIP treatment on the new aircraft. There's more to real news than a news release. • The BWB has a long way to go before flying passengers, freight Download Subscription Required By Scott Hamilton Note: See photos in the original article. Figure 1. The Horten flying wing developed by the Germans toward the end of World War II. Credit: Michael Jorgensen via BBC. May 12, 2025, © Leeham News: The Blended Wing Body airplane concept has been around for decades. Its cousins, if you will, appeared in the form of flying wings. The Germans developed the Horten at the end of World War II; it never made it into service. Northrop Grumman developed propeller- and jet-powered flying wings after World War II. Neither concept was picked up by the US Air Force. Figure 2. The Northrop YB-49 flying wing developed post-World War II. Credit: Northrop. It wasn’t until development of the Northrop Grumman B-2 bomber that the flywing, or Blended Wing Body, aircraft became an operational reality. Figure 3. Northrop Grumman B-2 bomber. The similarities with the JetZero Z4 BWB are apparent. Credit: Northrop Grumman. But none has been able to make the leap into commercial aviation service. JetZero hopes to make this leap in the early 2030s, but it’s got a lot to accomplish between now and then. A MULTI-USE PLATFORM • Commercial • Freight • Military Commercial A whole new experience within the existing airline and airport infrastructure • Freight • Military One plane, many routes More effectively serve everything from single-class short-haul to four-class international, with one plane. Cut the fuel bill in half Fuel efficiency drives growth. Airlines will reduce up to half of the #1 line item cost, saving millions per plane per year. An elevated customer experience Stress-free boarding, faster turn times, dedicated overhead storage, and more personal space in every passenger class. Freight More payload. More range. More efficient. • Commercial • Military Fit for today’s ground infrastructure Designed to maximize current airport and cargo infrastructure, the Z4F does not require additional investment by shippers. Same containers, better route economics, to meet the growing demand for just-in-time delivery. 5,000 nautical mile range The economics of all-wing design enables a freighter that is more efficient than long-range widebody freighters and competitive for shorter range missions as well. More routes, more opportunities Air cargo is expected to grow 70 percent over the next 20 years. Z4 offers cost-efficient growth for multiple air shipping routes and creates new opportunities.\ Fastest Business Jet in the World Operates First Flight The aircraft took off under the command of pilot Sandro Novelli, with co-pilot Charlie Honey and flight engineer Bhargav Bhavsar. By Kashyap Velani May 20, 2025 Note: See photos in the original article. TORONTO- Canadian Aerospace company Bombardier has achieved a major milestone as the first production Global 8000 business jet completed its inaugural flight from Toronto Pearson International Airport (YYZ). The flight, which took place on May 16, 2025, tested key systems as part of Bombardier’s production flight test protocol. The Global 8000, the fastest business jet in the world, will now proceed to Montreal (YUL) for interior completion ahead of its 2025 entry into service. Photo: Bombardier Fastest Business Jet First Flight The Global 8000 represents Bombardier’s next-generation advancement, evolving from the proven performance of the Global 7500. With a top speed of Mach 0.94, it is the fastest civil aircraft since the Concorde. Designed to meet the needs of elite global travelers, the aircraft sets benchmarks in both speed and range, reaching up to 8,000 nautical miles nonstop. Key long-haul routes it unlocks include Dubai (DXB) to Houston (IAH), Singapore (SIN) to Los Angeles (LAX), and London (LHR) to Perth (PER). The aircraft took off under the command of pilot Sandro Novelli, with co-pilot Charlie Honey and flight engineer Bhargav Bhavsar. All systems and controls performed within expected parameters during the initial flight. This maiden journey marks a pivotal moment in the Global 8000’s development, reinforcing its place as Bombardier’s new flagship. Bombardier designed the Global 8000 to merge high performance with operational flexibility. It features runway performance typically associated with smaller aircraft, allowing it to operate from shorter and more remote runways than many competing jets in its class. This is made possible by a unique wing design and advanced fly-by-wire system, which also ensures enhanced stability and ride quality. The Global 8000 is not only fast—it is smooth. Bombardier’s patented Smooth Flex Wing technology reduces turbulence impact, offering a more restful experience for passengers and crew on long intercontinental flights. Comfort Redefined in the Skies The cabin design of the Global 8000 sets a new industry benchmark. It includes four true living zones, a private crew rest area, and the longest seated length in its class. Cabin altitude is held at 2,900 feet while cruising at 41,000 feet—ensuring less fatigue and greater well-being for passengers. Passengers can expect a luxurious experience, enhanced by Bombardier’s Nuage seating and customizable interior options. The aircraft also offers advanced connectivity and onboard productivity tools, making it ideal for executives and high-net-worth individuals who require a mobile office in the sky. A Testament to Bombardier’s Vision According to Bombardier’s engineering leadership, this inaugural flight is more than a procedural milestone—it’s proof of the company’s commitment to innovation and precision. Stephen McCullough, SVP of Engineering and Product Development, emphasized the aircraft’s promise to “redefine the business aviation landscape.” David Murray, EVP of Manufacturing and IT, praised the team’s “precision and mastery” throughout the development cycle. With more than 250,000 flight hours and 200+ deliveries for the Global 7500, the Global 8000 builds on a legacy of excellence. Bombardier continues to operate major facilities in Canada, the U.S., and Mexico, supporting a fleet of over 5,100 aircraft globally. Stay tuned with us. Further, follow us on social media for the latest updates. Airbus Stole this Aircraft Technology from Boeing? Aviation Partners alleged that Airbus copied proprietary blended winglet designs of Boeing without authorisation, initiating litigation against Airbus. By Sakshi Jain May 31, 20255 Boeing_787_Dreamliner_with_Airbus_A380 photo- Niklitov wikimedia commons Winglet technology emerged as a transformative advancement for commercial aviation during the 1980s, following successful adaptation on smaller aircraft throughout the previous decade. NASA Spinoff documented the introduction of enhanced wingtips to modern commercial jets, marking the beginning of widespread efficiency improvements across the industry. The Boeing 747-400 and McDonnell Douglas MD-11 pioneered winglet implementation on large commercial aircraft by the decade’s end, establishing foundations for future technological developments. The technology addressed fundamental aerodynamic challenges by reducing vortices created at wing tips, where high-pressure air below wings meets low-pressure air above. These vortices generate drag that increases fuel consumption, making winglet solutions economically attractive for airlines seeking operational cost reductions. Photo: By BriYYZ from Toronto, Canada – Asiana Airlines Boeing 747-400 | Wikimedia Commons Boeing Blended Winglets Boeing launched the Next Generation 737 program in 1993, building upon the aircraft type’s commercial success while incorporating design improvements to compete effectively with the Airbus A320. The manufacturer initially developed blended winglets for Boeing Business Jets before recognising broader commercial applications, flagged Simple Flying. Aviation Partners collaborated extensively with Boeing during initial blended winglet development, conducting comprehensive testing on private aircraft before transitioning to commercial applications. Boeing began testing blended winglets on the 737 in 1997, establishing technical foundations for mass deployment. Southwest Airlines First 737 NG Southwest Airlines (WN) introduced the first Next Generation 737 into service in 1998, demonstrating the aircraft’s enhanced capabilities. Boeing opened blended winglet options to commercial operators in 2000, enabling airlines to retrofit existing aircraft and order new planes with efficiency-enhancing modifications. The decision proved commercially successful as operators experienced significant operational cost reductions. Southwest Airlines Boeing 737-700 aircraft equipped with blended winglets achieve annual fuel savings of approximately 100,000 gallons per aircraft, demonstrating substantial economic benefits. Airbus Wingtip Solutions Airbus equipped A320 aircraft with wingtip fences before Boeing introduced blended winglets, addressing efficiency concerns through different technological approaches. These fence-style wingtips served similar aerodynamic purposes as modern Sharklets, though with reduced effectiveness compared to later blended designs. The A320 program incorporated wingtip fences as standard equipment for most production aircraft, with only early models lacking this efficiency enhancement. Airbus extended fence technology to A300 and A310 aircraft through retrofit programs, while the A380 received fence wingtips as a default configuration. Despite early wingtip innovation, Airbus recognised superior efficiency potential in blended winglet designs. The manufacturer initiated collaboration with Aviation Partners in 2008 to develop blended winglet solutions for A320 family aircraft. Luxair Boeing 737-800 winglet; Photo- Self-photographed by Jwh | Wikimedia Commons Legal Controversies With Sharklets Aviation Partners conducted initial A320 blended winglet testing in 2008, yielding disappointing performance results that concerned Airbus engineers. Subsequent flight tests using a JetBlue A320 produced significantly improved data, encouraging continued development efforts. Airbus unveiled the Sharklet design following successful testing phases, but the announcement triggered legal action from Aviation Partners. Aviation Partners alleged that Airbus copied proprietary blended winglet designs without authorization, initiating litigation against Airbus. The legal dispute concluded with Airbus paying undisclosed financial settlements to Aviation Partners while retaining rights to continue Sharklet production. This resolution enabled Airbus to proceed with commercial Sharklet deployment across the A320 family aircraft. Winglet Adoption Timeline Fuel prices remained relatively low throughout the 1990s, reducing airline pressure to invest in efficiency modifications. The September 11, 2001, attacks dramatically increased oil prices, creating stronger economic incentives for airlines to pursue fuel consumption reductions through technological improvements. Airbus delayed blended winglet development partly due to existing wingtip fence technology already providing efficiency benefits. The manufacturer calculated that dramatic fuel price increases justified additional investment in more advanced winglet designs. Boeing’s early winglet introduction capitalised on growing efficiency demands while establishing competitive advantages in the narrowbody market. Airlines embraced blended winglets as fuel costs became increasingly significant operational expenses. Performance Comparisons Boeing 737 Next Generation winglets measure 8 feet 2 inches in height, matching Airbus A320 family Sharklet dimensions exactly. This dimensional similarity reflects aerodynamic optimisation requirements for narrowbody aircraft operating profiles. Blended winglets typically deliver 4-6% fuel consumption reductions compared to aircraft without winglet modifications. These efficiency gains translate directly to operational cost savings, making winglet retrofits economically attractive for airlines. Modern winglet variations include Boeing’s split scimitar design for 737 aircraft, featuring additional downward extensions from wingtips. The Boeing 737 MAX incorporates Advanced Technology winglets as standard equipment, representing continued technological evolution. Widebody Aircraft Winglet Widebody aircraft utilise different winglet designs compared to narrowbody implementations, typically employing canted winglets rather than blended configurations. The Boeing 747-400 became the first commercial aircraft equipped with winglets, establishing precedents for long-haul aircraft efficiency improvements. Airbus A330 and A340 aircraft feature canted winglets, while newer A330neo and A350 models incorporate shorter blended winglet designs. Boeing 767 operators frequently retrofit aircraft with blended winglets, demonstrating technology adaptability across aircraft types. Late Deployment The first A320 equipped with Sharklets rolled out of Airbus facilities in 2012, according to Airport Technology, marking commercial deployment 12 years after Boeing’s initial winglet availability. All A320neo family aircraft receive Sharklets as standard equipment, while many older A320s undergo retrofit installations. Both manufacturers continue developing advanced winglet technologies, with next-generation designs promising further efficiency improvements. The competitive dynamic between Boeing and Airbus drives continued innovation in aerodynamic enhancement technologies, benefiting airlines and passengers through reduced operational costs and environmental impact. Stay tuned with us. Further, follow us on social media for the latest updates. Join us on Telegram Group for the Latest Aviation Updates. Subsequently, follow us on Google News US and Europe Testing World’s Most Advanced Aircraft Engines Ever Made Welcome back to the Fluctus Channel to explore the incredible technology used to develop what could be the future of aviation engines and propulsion. Fluctus is a website and YouTube channel dedicated to sea geeks. Whenever you are curious or an incorrigible lover of this mysterious world, our videos are made for you ! We publish 3 videos a week on our YouTube channel and many more articles on our website. Feel free to subscribe to not miss any of our updates and visit our website to discover additional content. Don’t forget to follow us on twitter: Please keep the comments section respectful. Any spam, insults or troll will be deleted. To contact us, make sure to use our email in the about section of this channel. Print, Fly, Repeat: How a US Start-Up Is Reinventing Military Manufacturing One Drone at a Time CAITLIN BURKE 05-27-2025 In a small industrial park in downtown Manassas, Virginia, the future of defense is taking shape, quite literally. That's where you can find RapidFlight, a young defense tech company, manufacturing autonomous drones for military applications. "What RapidFlight is doing is really disrupting the way drones are designed and deployed to meet the new type of solutions and customer requirements that are just emerging as we go," RapidFlight CEO Esina Alic told CBN News. Fast, modular, and built on demand, their systems line up with the Trump administration's call for a new era of technological innovation. "For a future stamped with the American character, the federal government must become an early adopter and avid promoter of American technology," said Michael Kratsios, Director of the White House Office of Science and Technology Policy (OSTP). RapidFlight leverages 3D printing to go from blueprint to battlefield in a matter of days. Alic says this could give America and its partners a powerful edge. "We deliver them mission-ready drones and interceptors that allies and United States Defense can afford and rely on, and we have this modular capability and tech that let us really change our design, real-time, based on emerging threats and missions," she explained. Brandon Smith, an engineer and RapidFlight's VP of Strategy, says recent conflicts highlight the power of affordable and adaptable drones on an ever-changing battlefield. "We've had demonstrations in Ukraine with the MOD over there...We got over there, we performed our first mission. They said, 'That's nice, but we need this right now,' and we changed the design on the fly and supported their need. And then they said, 'Oh, that's nice, but we've changed again. We need this.' The modern battlefields are changing so fast that your traditional manufacturing and traditional contracting approach within the DOD just doesn't keep pace anymore, and RapidFlight really resolves that," Smith said. He went on to explain how their drones are designed to be able to do anything the customer requires. "We do rapid payload integration. So we have a common avionics system that allows us to plug-and-play, or develop new drivers for any new technology, any new payload that our customer wants to go in. So we're not designed for one specific payload, although individual aircraft have accommodations for different things, like cameras, and cut-outs, and antennas, and things like that. Changing those payload configurations is kind of the thesis of RapidFlight, being able to change on the fly and adapt to user needs," Smith told CBN News. Their mobile production system also means drones can be mass-produced, any time, anywhere. "You take the printers we have in our lab here, you take the manufacturing tables, tools, people, know how, you put all of that into a form factor that's shippable all over the world, and deposit that in a place where it can run autonomously, depending on how long you supply it, for 30 to 60, 90 days...If they have stuff out in the field, they can come back to us and say, 'I want to put this radio in this airplane.' We do a quick design change on our end, send them the files electronically, and all of a sudden, you're up and printing the tool you need at the moment you need it," Smith said. What's just as important as the tech? Where it's made. The Manassas facility represents a growing push to re-shore key defense capabilities, ensuring that critical systems are built on U.S. soil. "By building on American soil, RapidFlight's helped us lock-in secure supply chains, and we minimize reliance on foreign manufacturing and provide the support to U.S. defense industrial base...We're building more than drones. We're building national defense and national readiness and we are ready to project that power when it's needed," said Alic. RapidFlight is one of several emerging defense tech companies drawing serious attention and contracts from the Department of Defense. As global threats evolve, U.S. defense strategy seems clear: think small, move fast, and invest big in next-generation capabilities made right here at home. Hermeus’ Uncrewed Quarterhorse Mk 1 Test Aircraft Flies for the First Time Published on: May 27, 2025 at 10:31 PMFollow Us On Google News Stefano D'Urso Note: See photos in the original article. Quarterhorse Mk 1 accelerates on Edwards AFB’s dry lakebed runway. (All images, credit: Hermeus) The high-speed uncrewed test aircraft performed its first flight at Edwards AFB, just a year after the launch of the development. Hermeus, a U.S. company aiming to develop hypersonic aircraft quickly and cost-effectively, flew for the first time its uncrewed Quarterhorse Mk 1 test aircraft last week, said the company on May 27, 2025. The test flight was conducted at Edwards Air Force Base, California, with the aircraft shown taking off and landing on the base’s dry lakebed runways. The high-speed uncrewed test aircraft performed its first flight at Edwards AFB, just a year after the launch of the development. Testing Hermeus’ ultimate goal Quarterhorse Mk 1, a remotely piloted aircraft powered by a General Electric J85 engine (the same used by the F-5 and T-38), was first unveiled in March 2024 and is intended to demonstrate high-speed takeoff and landing, a key enabling capability unique to future hypersonic aircraft on the company’s roadmap. The development progressed quickly, with the company mentioning “Quarterhorse Mk 1 went from clean sheet to flight-ready in a little over a year.” The aircraft completed ground testing in December 2024, and, on that occasion, it was mentioned that design and build required only 204 days. “Mk 1 has redefined the pace of developing and flying new aircraft,” said Hermeus CEO and Co-Founder, AJ Piplica. “I’m incredibly proud of what our team has accomplished. We’ve proven the viability of our iterative development approach. But this is just the start. We have much more to do as the bar rises for the next iteration.” Quarterhorse Mk 1 lights its afterburner during ground testing. Testing The ground portion of the testing, which preceded the maiden flight, allowed to conduct integrated testing of all vehicle subsystems as well as the software and hardware of the ground control station. “Ground testing culminated in 130-knot (150 mph) taxi tests with full afterburner on Edwards’ iconic dry lakebed, offering a valuable opportunity to validate aerodynamic model assumptions, assess the aircraft’s directional control, and evaluate the performance of control surfaces, among other things,” explained the company. Quarterhorse Mk 1 was designed to demonstrate remote takeoff and landing, which the company described as the most critical phases of flight. The video released shows just that, with the aircraft lifting off, flying over the runway at low altitude and landing again. The reason for which the company considers takeoff and landing as critical phases is because of the design, as Quarterhorse Mk 1 features low aspect ratio wing, high wing loading, and a low thrust-to-weight ratio to obtain the required high-speed aerodynamic design. This, of course, has a cost, with the aircraft being less responsive and having higher stall speed, which in turn means higher takeoff and landing speeds. Quarterhorse Mk 1 at Edwards AFB. “Data from the campaign has validated design and performance models, including aerodynamics, stability and control,” says Hermeus’ press release. The testing also helped to validate the performance of the vehicle’s subsystems. Previously, the company mentioned among the objectives “evaluating the effectiveness of control surfaces in flight, assessing performance and handling at high angles of attack, testing maneuverability under high wing loading, and validating control gains and filters within the flight software.” “The real-world flight data from Mk 1 provides significant technical value that we’re rolling into our next aircraft,” said Co-Founder and President Skyler Shuford. “Moreover, the team has accomplished this milestone on a challenging timeline while operating within the overall aerospace ecosystem — all to support rebuilding America’s lost capability to quickly develop brand-new, full-scale jets.” A rendering of the Quarterhorse Mk 2 aircraft. Hermeus’ ultimate goal Hermeus, since the beginning, has laid out a development roadmap with an iterative design based on four aircraft, each with a specific purpose, with the ultimate goal of breaking the airspeed record held by the SR-71 Blackbird. Each aircraft will progressively increase in complexity allowing Hermeus to distribute program risk across multiple vehicles and accelerate learning: • Mk 0: ground testing only, demonstrated remote command and control taxiing; • Mk 1: the first flight vehicle, will demonstrate remote takeoff and landing; • Mk 2: supersonic aircraft which will demonstrate automated supersonic flight below Mach 3; • Mk 3: will demonstrate turbojet to ramjet transition and attempt to break the SR-71’s records. The Mk 0 was designed and constructed within six months, and all test objectives were completed in just 37 days of deployed testing. Similarly, the Mk 1 was designed, built, and integrated in just seven months. Hermeus, in fact, has set the pace of one aircraft per year for the development of their hypersonic aircraft. After unveiling the Mk 1 vehicle, Hermeus also shared details about the Mk 2, which resembles the D-21 drone which was paired with the A-12 (the SR-71’s predecessor). Quarterhorse Mk 2 is currently being manufactured at Hermeus’ headquarters in Atlanta, and is expected to fly by the end of 2025. Quarterhorse Mk 2 being built at the company’s facilities. The company describes the aircraft as a “high-Mach aircraft designed to de-risk uncrewed supersonic flight,” which “will enable both high-cadence hypersonic flight test and novel operational defense capabilities.” The aircraft has both the scale and the Pratt & Whitney F100 afterburning turbofan engine of the F-16. The engine will feature a proprietary precooler technology which will allow the Mk 2 to reach Mach 2.5. The precooler will allow the increase in performance by decreasing the temperature of the air ingested by the engine. This precooler will be part of the Mk 3’s engine, a turbine-based combined cycle (TBCC) engine named Chimera, described as a full-range, air-breathing hypersonic engine combining a turbine with a ramjet. “At low speeds Chimera operates in turbine mode with the F100 engine, while at higher speeds the engine transitions to ramjet mode,” says the company, adding that this will allow Quarterhorse Mk 3 to reach Mach 4. Curt Lewis