A massive magnet that crossed the Atlantic Ocean has brought one of America’s most ambitious fusion projects a step closer to reality. The U.S. Department of Energy’s Princeton Plasma Physics Laboratory recently received the central magnet bundle for its upgraded spherical tokamak, a compact fusion system designed to test technologies that could shape future power plants.

The delivery marks a critical milestone for the machine’s return to operation. Engineers now enter the final stages of assembly before experiments resume in 2027.

Manufactured by Spain-based Elytt Energy, the component traveled from Bilbao to New Jersey aboard a cargo aircraft before making its final trip by flatbed truck to Princeton. Weighing 23,000 pounds and stretching roughly 20 feet long, the bundle ranks among the most important pieces of the fusion device.

Dave Micheletti, associate laboratory director for engineering and project director, called the arrival “a truly momentous occasion.” He said the team will now focus on completing assembly and preparing the system for scientific use.

Magnetic core

The central bundle combines two critical magnet systems into a single structure. The toroidal field magnets generate the primary magnetic fields that confine the plasma. Meanwhile, the ohmic-heating system drives electrical current through the plasma to raise temperatures and support confinement.

Building the assembly required a complex manufacturing process. Technicians joined 36 copper conductors, each measuring 19 feet long, using fiberglass tape, resin, and vacuum-pressure impregnation techniques.

Engineers then wrapped additional copper coils around the structure to create the ohmic-heating system. They sealed the completed assembly with insulating resin to withstand demanding operating conditions.

Once installed, the magnets will create two magnetic field configurations inside the apple-shaped vacuum vessel. Together, they stabilize and heat the plasma needed for fusion experiments.

Testing future reactors

Researchers believe spherical tokamaks could offer advantages over conventional designs. Their compact shape may improve efficiency while reducing construction and replication costs. The upgraded system will help scientists evaluate whether the approach can support future commercial fusion plants.

The machine also supports broader national goals. Researchers plan to gather operational data that could train artificial intelligence tools capable of improving fusion performance and control strategies.

Jonathan Menard, the laboratory’s deputy director for research, said the facility will provide new opportunities for scientists and engineers entering the field. He encouraged researchers worldwide to use the platform to advance fusion science.

Final assembly begins

Engineers have already positioned the magnet bundle near the fusion device using heavy-duty cranes. Over the coming months, teams will rotate the structure upright and prepare it for installation. Workers will lower protective shielding around the assembly before placing it inside the machine’s interior.

Technicians must still connect dozens of flexbus components, cooling lines, and internal systems. They will also complete bakeout procedures and commissioning tests to verify that all systems operate together safely.

Steven Cowley, the laboratory’s director, said the upgraded machine possesses capabilities unavailable elsewhere. He noted that the project could play an important role in determining the future direction of commercial fusion research.

If the remaining work proceeds as planned, the upgraded facility could begin experiments in 2027, giving American researchers a powerful new platform to explore the promise of fusion energy.

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Metal additive manufacturing continues to expand beyond aerospace prototypes and into production-focused energy systems. That shift gained momentum this week as Velo3D and gas turbine developer Aurelia Technologies unveiled a partnership aimed at bringing 3D printing deeper into next-generation turbine development.

The companies plan to evaluate, qualify, and eventually manufacture turbine components using additive techniques. Their goal extends beyond experimentation. They want to simplify designs, shorten development cycles, and build a more resilient supply chain for future turbine programs.

The collaboration reflects a broader trend across U.S. manufacturing. Engineers increasingly use additive manufacturing to solve practical production challenges rather than showcase technological novelty. Faster iteration, fewer components, and lower inventory exposure now drive many adoption decisions.

Designing out complexity

Aurelia develops small-scale gas turbines designed to operate efficiently while accommodating multiple fuel types. As its turbine platforms evolve, the company sees additive manufacturing as a way to remove unnecessary complexity from critical assemblies.

Instead of assembling numerous individual pieces, engineers can consolidate multiple components into a single printed part. That approach reduces fasteners, minimizes interfaces, and lowers the risk associated with tolerance stack-ups.

The result could improve durability in demanding environments where turbines face extreme temperatures and mechanical stress.

“Additive manufacturing allows us to simplify designs, reduce failure points, and move faster,” said Karol Hricisak, director of technology at Aurelia Technologies. He added that the company remains grounded in established turbomachinery principles and proven materials science.

Reducing part counts also supports maintenance objectives. Fewer connections can translate into fewer potential failure points throughout a turbine’s operating life.

Testing to production

The partnership will unfold through several phases. Early efforts will focus on determining which turbine components benefit most from additive production.

The companies also plan to assess suitable alloys and refine manufacturing processes before advancing toward qualification activities. The long-term objective involves low-rate initial production using Velo3D’s Sapphire XC metal additive manufacturing platform.

Engineers will examine whether additive methods can improve manufacturability while reducing lead times for complex parts.

Unlike conventional production methods, additive manufacturing can accommodate geometry changes without extensive tooling modifications. Design updates that traditionally require months could move into production within weeks.

Strengthening domestic supply chains

The initiative also addresses supply chain concerns that continue to affect advanced manufacturing sectors across the United States.

Traditional turbine production often depends on long-lead forgings, specialized tooling, and significant inventory commitments. Additive manufacturing offers an alternative path that can reduce those dependencies.

By producing components closer to demand, manufacturers can respond more quickly to engineering changes and shifting market requirements.

Velo3D said Aurelia selected the company because of its experience in metal additive manufacturing and its structured approach to qualification and production scaling.

“Advanced energy systems are pushing the limits of traditional manufacturing,” said Michelle Sidwell, Velo3D’s chief revenue officer. She said additive manufacturing delivers the greatest value when engineers incorporate it early in the design process.

As the initial work progresses, both companies will evaluate additional applications and opportunities to expand the collaboration. The effort highlights how additive manufacturing increasingly serves as a practical engineering tool for next-generation energy and propulsion systems.

Otto Aerospace has cleared a major regulatory hurdle as it pushes its unconventional Phantom 3500 business jet closer to certification. The milestone gives the Texas aircraft maker a defined path forward as it develops one of the industry’s most closely watched clean-sheet aircraft programs.

The Federal Aviation Administration has finalized the Phantom 3500’s G-1 Issue Paper, establishing the aircraft’s certification basis under 14 CFR Part 23. The move allows Otto to transition from defining requirements to proving that its ambitious design can meet them. The company continues to target first flight in 2027 and entry into service by 2030.

Defining the path ahead

Otto became an FAA applicant for type certification in September 2025 and chose to pursue approval under Part 23. The company sought to take advantage of efficiencies introduced through Amendment 23-64, which streamlined parts of the certification process.

Closing the G-1 Issue Paper defines the airworthiness standards the Phantom 3500 must satisfy before entering service. Otto is also working with the FAA’s East Certification Branch to complete the G-2 Issue Paper, which outlines how compliance will be demonstrated throughout the certification campaign.

Scott Drennan, president and chief executive officer of Otto Aerospace, called the milestone a significant moment for the program. He said the agreement with regulators provides clarity on what the company must demonstrate and gives the team momentum as it moves toward first flight.

Otto recently completed its Preliminary Design Review and has started advanced material testing to support the next stages of development.

Rethinking jet efficiency

The Phantom 3500 has drawn industry attention because of its unconventional approach to aircraft design. Otto’s strategy centers on transonic laminar flow technology, which aims to keep airflow smooth across the aircraft’s surface and reduce the turbulence that creates drag.

The company recently completed an unmanned flight-test campaign in New Mexico to validate the aerodynamic principles behind the concept. Those same principles also explain the Phantom 3500’s windowless cabin design.

Traditional passenger windows interrupt airflow and make it harder to maintain laminar flow along the fuselage. Otto instead plans to use digital displays connected to external cameras, creating a cleaner exterior profile.

The company says combining laminar-flow aerodynamics with carbon-fiber composites could reduce fuel consumption by 61% compared with today’s super-midsize business jets. Otto also claims the design could deliver 35% less drag and a striking 90% reduction in emissions.

Toward first flight

Otto plans to conduct flight testing from Cecil Airport in Jacksonville, Florida, where the company has established its new operational base. Engineers continue advancing certification work while preparing for the first flight of the Phantom 3500’s test vehicle in 2027.

Kerri Hinton, Otto’s director of test and certification, said safety remains central to the program as the company works alongside regulators to move the aircraft through the approval process.

The Phantom 3500 also enters its next phase with substantial commercial backing. Flexjet has committed to purchasing 300 aircraft in a deal worth more than $5 billion, marking one of the largest orders in business aviation history.

For Otto Aerospace, regulatory progress now shifts the focus to execution. The company must prove that its bold engineering ideas can perform in real-world conditions and redefine expectations for business jet travel.