Boeing subsidiary Aurora Flight Sciences has begun installing the wings on the X-65, an experimental drone developed under DARPA’s Control of Revolutionary Aircraft with Novel Effectors (CRANE) program.

The installation brings DARPA and Aurora a step closer to flying the unconventional uncrewed aircraft, which was designed to test flight control using only bursts of pressurized air instead of conventional moving surfaces.

The X-65’s active flow control

The X-65’s key innovation lies in its active flow control (AFC) system. Fourteen AFC effectors embedded across the aircraft’s lifting surfaces use jets of high-pressure air to manage roll, pitch, and yaw.

This will either replace or supplement traditional flaps and rudders. The X-65 incorporates both systems to establish performance baselines before transitioning to AFC-only operation. Essentially, it will allow researchers to flight test the technology while minimizing risk.

“The X-65 conventional surfaces are like training wheels to help us understand how AFC can be used in place of traditional flaps and rudders,” Dr. Richard Wlezien, former CRANE program manager at DARPA, said in a 2024 press statement. Sensors will compare the two approaches to evaluate potential benefits.

Aurora Flight Sciences announced the wing’s arrival on social media, noting that the components were built at its West Virginia facility. Integration is underway in Virginia, with the first flight now targeted for 2027.

Novel effectors to enhance survivability

The X-65 features a co-planar joined wing configuration with triangular wing sections on each side that merge at the tips, plus small extensions for a total wingspan of 30 feet.

The triangular wings support testing across multiple sweep angles and feature modular, swappable sections for future AFC configurations.

The aircraft also includes a twin vertical tail, a chin air intake, and a single exhaust. The uncrewed aircraft has a gross weight of approximately 7,000 lbs.

DARPA kick-started the CRANE program in 2020. Though Aurora has advanced to the detailed design and fabrication phases, the program has encountered delays and cost overruns, as reported by The War Zone.

Original flight plans for 2025 slipped after higher-than-expected prototype costs and supply chain issues. Pentagon funding for the effort since fiscal year 2024 has reached nearly $63 million.

Eliminating moving control surfaces could yield multiple advantages. Removing moving parts could result in improved aerodynamics and efficiency, particularly at high altitudes. Reduced mechanical complexity also offers potential weight savings, lower maintenance demands, and greater reliability. For military applications, such systems could have enhanced survivability against battle damage.

The technology holds particular promise for stealth aircraft. Traditional control surfaces create gaps and protrusions that increase radar cross-section and require constant adjustments in fly-by-wire systems. AFC effectors embedded flush with the airframe could help maintain smoother external contours and lower observability.

As Aurora vice president Larry Wirsing stated last year: “The X-65 platform will be an enduring flight test asset, and we’re confident that future aircraft designs and research missions will be able to leverage the underlying technologies and flight test data.”

For years, scientists and engineers have highlighted the potential of space-based solar power for addressing terrestrial energy shortages.

Now, researchers at Xidian University, China, are developing new technologies to harvest solar energy in space and transmit it wirelessly to Earth.

The project, known as Zhuri or “chasing the sun,” focuses on building systems capable of beaming power from geostationary orbit, more than 36,000 kilometres away.

China’s new space-based solar power solution

On the university campus in Xi’an, Shaanxi province, associate professor Fan Guanheng and his team have demonstrated key components for their new approach to space-based solar power.

Using a 4.8-metre dome-shaped mirror suspended from a 75-metre tower, they concentrate sunlight onto solar panels.

The generated electricity is then converted into microwaves and transmitted over 100 metres to a rectenna, which converts the waves back into usable power.

Recent tests achieved kilowatt-level transmission and showed the system could direct energy to multiple moving targets simultaneously, according to an expert review panel last month.

The Xidian University team is also experimenting with 2-7 meter-wide Fresnel lenses, which focus light efficiently with less material while using cooling fluids to manage heat.

In an interview with the South China Morning Post (SCMP), Fan explained the process in three stages: light concentration, microwave conversion and transmission, and rectification. The researchers conducted their tests during peak sunlight hours between 10 am and 3 pm.

A solution to the energy crisis?

Space-based solar power offers significant advantages over ground installations. Solar energy density in orbit can reach six times that on Earth’s surface, unaffected by night cycles, weather, or atmospheric interference.

“That is why space-based solar power is a potential way out of the energy crisis on Earth,” Fan said.

The new project is led by Xidian’s Duan Baoyan, a pioneering electromechanical engineer and former president of the university.

Duan, who was inspired to start this work in 2012 by NASA’s SPS-ALPHA concept of modular satellite arrays, envisions large-scale systems. A one-gigawatt station –sufficient for a mid-sized city–would require mirrors spanning hundreds of metres.

However, challenges remain, such as addressing the deployability of foldable or self-assembling structures, achieving precise microwave targeting, and ensuring beam safety for aircraft and the environment.

The new Xidian design uses modular units flying in formation rather than a single massive structure, improving resilience and maintenance.

China’s efforts place it among leaders in the field, alongside the United States and Japan.

While orbital deployment remains the long-term goal, nearer-term applications include wireless charging of satellites in orbit or powering lunar bases from orbit or the Moon’s surface.

For the team, the next priority is securing funding for orbital experiments. If successful, the technology could provide continuous, high-efficiency clean energy, transforming the global power supply.

GE Aerospace and its subsidiary Avio Aero have successfully completed the first engine restart test using hydrogen fuel under simulated altitude conditions.

The test, conducted as part of the European Union-funded HYDEA (HYdrogen DEmonstrator for Aviation) project led by Avio Aero, took place at the German Aerospace Center (DLR) Institute of Space Propulsion in Lampoldshausen, Germany.

The firms claim this is a key milestone in the development of hydrogen-powered aviation technology.

Key test establishes relight operability envelope

As GE Aerospace points out in a press statement, hydrogen fuel burns faster and hotter than conventional jet fuel. According to the firm, the new test campaign “addressed one of the most demanding requirements for flying with hydrogen: the ability to relight an engine quickly and reliably in thin, cold air at high altitude.”

For the engine restart test, engineers used a custom hydrogen sector combustor test rig equipped with a synthetic air generator. The system vaporized liquid oxygen and nitrogen to replicate the low-humidity, low-pressure conditions found at altitude.

The test campaign successfully established a relight operability envelope for hydrogen combustion. The ignition system, which was designed and manufactured by Unison (a GE Aerospace company) specifically for hydrogen operation, performed as intended.

The engineers used a multi-cup combustor configuration as it provided a more representative geometry than single-cup setups. This allowed researchers to observe flame propagation and igniter interactions with high-speed cameras. According to GE’s statement, data from these tests will inform the design of a full annular hydrogen combustor rig.

The HYDEA project supports the broader CFM International RISE (Revolutionary Innovation for Sustainable Engines) technology demonstration program, a 50-50 joint venture between GE Aerospace and Safran Aircraft Engines. It aims to demonstrate the feasibility of hydrogen propulsion for aircraft engines through ground testing by 2026.

In a parallel effort under the Clean Aviation project AMBER, teams tested a megawatt-class fuel cell system at DLR’s BALIS facility. The tests validated the system’s dynamic response from idle to maximum power and its performance under simulated short- and long-range flight conditions. AMBER focuses on hybrid-electric propulsion integrating fuel cells, power electronics, and electric drives for regional aircraft.

“Avio Aero and GE Aerospace teams in Europe are proud to be at the forefront of new technology innovation. Together with our European partners and research institutions, we’re turning ideas into real, tested capability,” said Luca Bedon, head of research and technology at Avio Aero.

Roman Seele, future of flight leader for GE Aerospace in Germany, added: “The future of flight is more electric. We’re proud to partner with DLR and others around the world to advance the building blocks to help make hybrid-electric flight a reality.”

Working towards a hydrogen future

These achievements advance multiple Clean Aviation initiatives involving GE Aerospace and Avio Aero facilities across Europe.

As GE Aerospace noted in its statement, the RISE program has accumulated more than 350 tests and 3,000 cycles, targeting over 20% fuel burn reduction compared to current engines through advanced architectures, including open fan, compact core, and hybrid-electric systems.

Hydrogen propulsion offers the potential for near-zero carbon emissions in flight, provided challenges in fuel handling, combustion, and infrastructure are addressed.

Successful altitude relight capability is critical for commercial viability, ensuring reliable engine operation across all flight phases. Further testing and full-scale demonstrations will be required before hydrogen-powered aircraft enter service.

China’s R6000, one of the world’s largest uncrewed tiltrotor aircraft, has entered full free-flight testing, according to newly emerged video footage.

The new development marks a notable progression for developer United Aircraft, as it has now moved beyond earlier tethered hover trials. It also highlights Beijing’s push into advanced vertical takeoff and landing (VTOL) technologies.

China’s ‘Steel Shadow’ drone

Footage circulating on Chinese social media (viewable below) shows the R6000 performing vertical flight maneuvers, including a pedal turn in hover, and transitioning to sustained forward flight with its twin proprotors fully tilted forward.

Unlike previous imagery, which was limited to ground-tethered tests, the new video demonstrates untethered operations. This is a critical milestone for validating the aircraft’s complex aerodynamics and flight control systems.

Developed by Shenzhen-based United Aircraft, the R6000—also known as the UR6000 or Lan Ying (Steel Shadow)—is a roughly 6-ton-class platform. It features fixed engine nacelles with hinged proprotors, a configuration similar to Bell’s MV-75A Cheyenne II rather than the pivoting nacelles of the V-22 Osprey.

全球首款6吨级倾转翼无人机试飞 pic.twitter.com/9oIZFq7taR

— DS北风 (@WenJian0922) June 15, 2026

The design combines helicopter-style VTOL capability with the speed and range of a fixed-wing aircraft.

The prototype was first photographed on the production line at United Aircraft’s facility in Wuhu, Anhui province, in October 2024. The company unveiled the concept at the 2024 Singapore Airshow, presenting both crewed and uncrewed variants. Tethered hover testing began in late 2025, with ground engine runs earlier that year.

Serving remote island locations

Officially, United Aircraft positions the R6000 for civilian roles including logistics, disaster relief, offshore support, and operations in areas lacking prepared runways. It can support cargo or passenger transport, with capacity for 6 to 12 people in crewed configurations. However, its capabilities align closely with the military needs of the People’s Liberation Army (PLA).

According to a report from The War Zone, the craft would be particularly useful in resupplying remote island bases in the South China Sea, border outposts, and amphibious operations.

The drone could operate from large PLAN vessels such as the Type 076 amphibious assault ship, extending logistical reach. Beyond transport, the platform’s payload capacity could enable intelligence, surveillance, reconnaissance (ISR), electronic warfare, communications relay, or strike missions.

The news of R6000’s progress comes amid broader Chinese investment in uncrewed systems, from small tactical drones to large autonomous cargo aircraft.

Challenges still remain when it comes to tiltrotor technology, as demonstrated by historical challenges in programs like the V-22. It’s worth noting as well that no detailed performance data for the R6000 has been released. Still, sustained free flight testing will provide further insight into its speed, range, and transition capabilities between hover and forward flight.

Continued testing of the R6000 will likely draw attention from military observers tracking Beijing’s vertical-lift modernization efforts. China’s goal is to advance aviation and develop versatile platforms for both commercial and defense applications.

Researchers at Oak Ridge National Laboratory (ORNL) have developed a hybrid 3D printing process that combines origami-inspired design with composite materials.

The technique, demonstrated at the Department of Energy’s Manufacturing Demonstration Facility, eliminates the need for costly molds while enabling lightweight, foldable structures.

The researchers deposited materials directly onto a flexible fabric base. This created flat panels that can be folded into complex three-dimensional forms, merging flexible and rigid elements in a single integrated component.

Their approach addresses key limitations in traditional composite manufacturing, which often requires expensive molds and long lead times.

New method ‘redefines’ 3D printing

The ORNL team’s process uses a high-strength fabric substrate, such as nylon, glass fiber, or resin-infused fibers. An integration layer, typically thermoplastic polyurethane, meanwhile, ensures adhesion.

Reinforcing materials are then deposited, including thermoplastic carbon-fiber acrylonitrile butadiene styrene (ABS) for lightweight strength or thermoset resins like epoxy for greater stiffness and durability. The materials form molecular-level bonds, resulting in a robust, unified structure.

“This pioneering method redefines advanced manufacturing by fusing material science with transformative design principles,” Steven Guzorek, lead researcher at ORNL, explained in a statement. “By applying origami-inspired principles to hybrid composites, we are improving the efficiency and scalability of large-structure manufacturing and achieving forms unattainable with traditional additive approaches.”

Guzorek added that material compatibility is key to the new method. “By understanding the materials science, we chose materials that we knew would bond effectively, producing a truly integrated component,” he said.

Cutting fabrication time and cost

The new method is capable of producing complex geometries and structures larger than the printing equipment itself.

In tests, the mold-free method cut fabrication time by 95 percent and reduced costs by 90 percent for a specific design when compared with conventional approaches. It also eliminated challenges associated with mold storage and enabled rapid production of both thermoplastic and thermoset composites.

The technology has the potential to expand design flexibility for industries requiring strong, lightweight parts, such as aerospace, automotive, and construction. Flat printing followed by folding supports efficient transport and on-site assembly, potentially transforming how large-scale components are manufactured.

ORNL has filed a patent for the innovation and is preparing it for licensing to manufacturers. Next, the research team aims to scale the process for broader industrial adoption. They hope it will unlock whole new design possibilities.

“Our goal is to make this innovation scalable so manufacturers across industries can harness its potential,” Guzorek said. “By broadening access to mold-free hybrid composites, we’re empowering manufacturers to explore new design possibilities and unlock entirely new applications for this transformative technology.”

As industries seek lighter and more adaptable materials, ORNL’s origami-inspired method could accelerate innovation in high-performance applications.

American defense firm AeroVironment (AV) has introduced the TOM 50 RE, a lightweight, backpackable uncrewed ground vehicle (UGV) designed for rapid deployment in complex and contested environments.

Developed by its subsidiary Telerob, the system was unveiled at Eurosatory 2026 in Paris. Weighing under 10 kilograms (22 pounds), the TOM 50 RE has a compact form factor, making it easy to be carried and operated by a single soldier or team member.

The robot features a stair-climbing flipper system and optional attachments, allowing it to navigate stairs, uneven terrain, and confined indoor spaces. This makes it ideal for bomb disposal operations in high-risk environments.

AV’s bomb disposal robot

AV’s rolling robot offers up to five hours of endurance and can carry payloads of up to five kilograms. The vehicle was designed to address key requirements of ground forces, explosive ordnance disposal (EOD) teams, special operations units, and SWAT operators.

It supports four primary roles: mobile exploration for initial situational awareness in unknown areas; mission-accompanying reconnaissance with autonomous mapping; defusing operations using modular disruptors or drop-charge payloads; and operational support as a communications relay or additional sensor platform.

A core feature is its simultaneous localization and mapping (SLAM) capability. SLAM allows the TOM 50 RE to generate detailed digital maps of multi-level buildings and GPS-denied environments. This includes underground structures and dense urban terrain. Operators can mark points of interest on these maps and export data for immediate intelligence use and mission planning.

For situational awareness, the system includes four high-resolution wide-angle cameras with infrared capability, providing 360-degree coverage in day, night, and low-visibility conditions. Its IP-mesh radio architecture ensures secure, resilient communications and allows the UGV to act as a mobile repeater. This allows it to extend network connectivity for teams operating deep inside structures.

Addressing the ‘realities of modern ground combat’

The vehicle’s modular design features a Mission Module Interface that supports integration of specialized payloads, including advanced cameras and EOD tools. It is controlled via AV’s Halo command software on Tomahawk Grip systems or the Robo Command Control System, enabling coordination with other uncrewed assets.

“The introduction of TOM 50 RE reflects AV’s commitment to delivering robotic systems that directly address the realities of modern ground combat and explosive threat environments,” Wahid Nawabi, AV’s chairman, president, and CEO, explained in a press statement. “Today’s operators need systems that move with them, adapt to multiple missions, and provide immediate intelligence while reducing risk to human life.”

Florian Gruener, Managing Director of Telerob, meanwhile, added that the system delivers robotic capability at the point of need, allowing forces to gain awareness, mitigate threats, and decide faster while protecting personnel.

The TOM 50 RE expands AV’s portfolio of ground robotic systems for defense, security, and public safety applications. It builds on the company’s broader work in integrated autonomous capabilities across multiple domains.

Researchers at the Department of Energy’s Oak Ridge National Laboratory (ORNL) have created advanced aluminum alloys that could allow for far lighter truck engines still capable of operating at higher temperatures.

The alloys have successfully met the demanding strength and durability requirements of General Motors’ new low-mass, high-efficiency (LMHE) medium-duty truck engine.

Testing under a cooperative research and development agreement showed more than 10 percent improvement in fuel efficiency and a 15 percent reduction in engine weight compared to conventional designs.

New alloys enable reduced mass and superior high-temperature performance

Commercial truck engines, such as those in GM’s Chevrolet Silverado 3500, must endure heavy loads and extended operation.

Traditional materials capable of withstanding these conditions are dense, which hurts fuel economy. Lighter alternatives often fail under the elevated temperatures and pressures of high-performance engines.

According to an ORNL press statement, their team’s new alloys resolve this conflict by providing both reduced mass and superior high-temperature performance.

The ORNL researchers tested two aluminum alloys. One of these, cast ACMZ (AlCuMnZr), was used for the LMHE engine’s cylinder heads and block. It offers high strength at low cost while resisting intense heat and mechanical stress.

The second, DuAlumin3D, is a 3D-printable alloy developed for pistons. It combines lightweight construction with what ORNL describes as the strongest known combination of strength and durability at extreme temperatures for a structural aluminum.

“The shared goal between ORNL and GM was to demonstrate next-generation engines for high-volume trucks that are lighter, lower-cost, and more efficient, all without sacrificing power and performance,” said Allen Haynes, director of the ORNL-led TTO Powertrain Materials Core Program consortium.

“This is a remarkable set of combined outcomes by the GM design team,” added Amit Shyam, who leads ORNL’s Alloy Behavior and Design Group. “Any weight shaved off an engine equates to more miles per gallon for the average driver, saving not only energy, but money.”

An accelerated alloy design approach

The GM-led project, which included ORNL and multiple suppliers, passed rigorous performance and durability tests. In 2025, it earned an R&D 100 Award and a DOE 2025 Team Award. Both ACMZ and DuAlumin3D had previously received R&D 100 honors for earlier breakthroughs.

According to the ORNL press statement, the collaboration integrated materials science, advanced manufacturing, combustion engineering, and computational modeling. ORNL’s accelerated alloy design approach compresses the timeline from concept to prototype application to two to four years. This is a massive reduction when compared with the traditional 10 to 15 years. The shorter lead time reduces costs and risks in moving laboratory innovations to commercial use.

The project received support from the Department of Energy’s Transportation Technologies Office and Advanced Materials and Manufacturing Technologies Office. The successful demonstration shows how targeted federal research can move quickly from laboratory alloys to proven engine components, giving US truck manufacturers a practical path to lighter, more fuel-efficient vehicles that maintain full performance and durability.

US firms Reach Power and Gambit have announced their joint SWARM project has received funding from the Department of War’s Operational Energy Capability Improvement Fund (OECIF).

The new project combines wireless power beaming with AI-driven swarm intelligence to enable small drone fleets that operate on a constant basis without needing to land or swap batteries.

According to the teams behind the project, it untethers drones from the limitations of limited battery charges, removing the need to manually swap batteries. This will enable 24/7 air time, allowing uninterrupted operations.

A next-gen drone swarm

Group 1 drones, the small and inexpensive uncrewed systems widely used in modern conflicts, typically fly for only about 30 minutes on a single battery charge.

Once a swarm launches and organizes, effective mission time shrinks even further. According to a Reach press statement, larger batteries increase cost and weight, undermining the key benefit of drones—the fact that they are low-cost, expendable assets.

The logistics of large drone fleets is complex and often cost-prohibitive. Operators must install, remove, charge, and swap batteries for each drone before and after every flight. In contested areas, resupply becomes hazardous and contributes to reported drone effectiveness rates as low as 30 percent in active combat.

SWARM aims to tackle these constraints by integrating Reach Power’s wireless power-beaming technology with Gambit’s autonomous systems software.

Drones fly to designated waypoints to receive targeted radio-frequency (RF) energy mid-mission without landing or human assistance.

Gambit’s AI allows each aircraft to monitor its battery level, mission requirements, and charging opportunities, then adjust routes and behaviors in real time. The combined system lets the swarm self-manage energy distribution, maintain continuous presence, and reduce reliance on ground support.

Unlocking the ‘full potential of autonomy’

Chris Davlantes, founder and CEO of Reach Power, emphasized the importance of finding solutions to the limits of battery-operated fleets.

“Drone swarms are only as persistent as their batteries. SWARM changes the equation,” he noted. “When a drone can recharge itself in the air without human intervention, the full potential of autonomy and swarming is unleashed from battery limits.”

Josh Giegel, CEO of Gambit, meanwhile, highlighted the operational impact the new system could have for modern drone operations. “Today’s limitation isn’t just endurance, it’s the operational burden that comes with it,” he said.

“By enabling systems to manage energy and coordinate behavior autonomously, SWARM allows operators to focus on the mission instead of sustaining the systems.”

The SWARM project targets missions that require sustained coverage, including intelligence, surveillance, and reconnaissance (ISR), counter-uncrewed aircraft systems (c-UAS), border security, air defense, and force protection.

Reach Power develops RF-based wireless charging solutions for drones, sensors, and robots that eliminate cables and battery logistics across defense and industrial sectors. Gambit, meanwhile, provides AI software for coordinated, adaptive behavior in heterogeneous robotic teams operating in complex environments.

OECIF serves as the US Department of War’s primary program for investing in operational energy innovations, with power beaming listed as a priority under demand-reduction efforts. The SWARM award reflects growing military interest in technologies that extend small-drone endurance while lowering logistical risks.

“OECIF’s early investment in power beaming is yielding significant strategic dividends as the battlefield shifts toward autonomous operations,” said Christopher DePuma, Operational Energy and Power Projection Portfolio Lead.

“By enabling remote sensors and drones to maintain persistent ISR, this technology unlocks their true potential—eliminating the tether of battery swaps and constant recharging to provide an unblinking eye on the target.”

Helios Horizon, a Florida-based nonprofit, has completed what it claims is the first piloted flight of an electric aircraft using solid-state batteries.

On June 5, founder and chief test pilot Miguel Iturmendi conducted a series of short test flights at Zephyrhills Municipal Airport in central Florida aboard a modified Pipistrel Taurus motor glider designated as the Helios Horizon.

The aircraft, previously equipped with lithium-ion batteries rated at 260 Wh/kg, was reconfigured to run on solid-state batteries delivering 410 Wh/kg.

According to the organization, these new cells are smaller than typical lithium-ion packs used in modern electric vehicles yet provide 60 to 80 percent greater energy density.

Helios Horizon performs first flight with solid-state batteries

Solid-state batteries replace the flammable liquid electrolyte found in conventional lithium-ion cells with a solid material.

This design allows for enhanced thermal stability and resistance to physical damage such as punctures. The batteries can draw power from standard AC electrical sources without specialized charging infrastructure. In flight, the aircraft can supplement its energy through integrated solar panels and by operating the propeller as a wind turbine during non-powered segments.

According to Helios Horizon, their solid-state batteries charge from near-empty to 80 percent capacity in less than 15 minutes. The organization is also aiming for further improvements of around 40 percent in energy density within two years.

“For the first time, we have a battery technology that yields the range and charging times necessary to make commercial electric aviation viable, while providing the safety the flying public will demand,” Iturmendi said in a statement.

He added that regenerative techniques, including gliding and windmilling the propeller during descents, “can significantly increase the range of the airplane.”

The June 5 flights primarily validated weight and balance after the battery installation, according to a post from RobbReport. The new power system performed better than expected during sustained operation, though specific range and top speed figures were not disclosed.

The future of solid-state battery aircraft

The Helios Horizon previously set a class altitude record at 24,000 feet. The team now plans stratospheric flights later this year, targeting altitudes above 40,000 feet—higher than typical passenger airliner cruise levels. Iturmendi believes the solid-state batteries will enable these missions on a single charge.

At this stage, the Helios Horizon serves as a technology demonstrator to illustrate potential gains in range and endurance for electric propulsion. While not intended for immediate commercial production, the project highlights progress toward practical electric aircraft that address key limitations in energy storage and safety.

The achievement arrives amid broader industry efforts to develop viable electric and hybrid propulsion for aviation. Solid-state technology has long been viewed as a potential breakthrough, promising higher performance and improved safety margins over current battery chemistries. Helios Horizon’s test marks a tangible step in applying that technology to a manned aircraft.

💾

As global space operations continue to expand, the reliable provision of power to satellites and spacecraft is becoming increasingly important.

In a bid to tackle this problem, the Japan Aerospace Exploration Agency (JAXA) has selected Tokyo-based firm Maxell for its Space Technologies Rapid Evaluation Program on Small Satellite (JAXA-STEPS).

Under the agreement, Japanese battery manufacturer Maxell will collaborate with the space agency on the development and demonstration of high-heat-resistant all-solid-state batteries designed to improve performance in space environments.

JAXA’s new space battery project

Maxell’s motto, “Micro batteries. Maximum impact,” emphasizes the firm’s strategy of delivering substantial value in a compact form factor. The company has highlighted four key benefits of all-solid-state batteries: long life, high heat resistance, high output, and large capacity.

The collaborative project, meanwhile, aims to achieve two main goals. Titled ‘Development and Demonstration of High-Heat-Resistant All-Solid-State Batteries to Maximize Spacecraft Missions’, its aim is to reduce the overall weight of small satellites and increase their design flexibility. 

Weight is practically a currency in space. Reducing the use of heavy machinery can drastically lower the cost of a space mission. It can also allow for more scientific, military, or other payloads to fly to space in a single launch.

Traditional spacecraft require extensive temperature control systems due to extreme temperature swings in space. All-solid-state batteries that operate reliably at high temperatures have the potential to cut the need for such equipment.

Maxell has developed all-solid-state batteries capable of maintaining high safety levels at temperatures above 100°C (212°F). In the joint research, the company aims to match the energy density of conventional lithium-ion batteries while delivering stable output and long service life across the wide temperature ranges encountered in orbit. Demonstration units will be prepared for potential installation in satellites.

JAXA-STEPS is accelerating the testing of technologies critical to future missions by using small satellites for rapid demonstrations. The program supports both public and private sector advancements. By minimizing thermal management hardware, the new batteries could allow satellites to carry more payload or reduce launch costs through lower mass.

Advanced battery chemistries

The JAXA-Maxell collaboration reflects growing interest in advanced battery chemistries for demanding applications. All-solid-state designs replace liquid electrolytes with solid materials, offering potential advantages in safety, thermal stability, and energy density. If the technology is proven in space, it could also benefit other high-reliability sectors, including industrial equipment and extreme-environment electronics.

Maxell plans to expand the applications for its all-solid-state batteries and accelerate the development of solutions tailored to customer needs. Details of the selection were outlined in a company press statement.

Reliable, lightweight power systems remain a persistent engineering challenge. This initiative aims to address the problem as the space industry continues to grow, with an increasing number of small satellites deployed for communications, Earth observation, and scientific research. Maxell’s work with JAXA could contribute to more efficient and robust satellite platforms.

NASA is preparing to send the next Artemis astronauts to space. Though Artemis III won’t land on the moon, it will be the final preparation mission before Artemis IV and V finally land humans on the lunar surface for the first time since 1972.

Ahead of that mission, Northrop Grumman has transported the last eight solid rocket booster motor segments to the Kennedy Space Center in Florida by train. 

The boosters, which will eventually generate 7.2 million pounds of thrust at liftoff, will be stacked this summer.

Northrop Grumman’s SLS booster delivery

Northrop Grumman transported the booster segments from its facility in Promontory. These will join segments already delivered in April. Together, they will be the first hardware stacked on NASA’s mobile launch platform this summer, ahead of Artemis III.

Northrop Grumman manufactures the twin five-segment solid rocket boosters that form the most powerful human-rated motors ever built. Together, they generate 7.2 million pounds of thrust at liftoff, supplying the majority of the power for NASA’s Space Launch System (SLS) rocket during the initial ascent.

If all goes to plan, Artemis III will be a key step toward sustained lunar exploration and future crewed missions to Mars.

Artemis III will send astronauts to low Earth orbit aboard the Orion spacecraft. Once there, they will conduct rendezvous operations with human landing systems.

Though preparations are well underway, the recent explosion of Blue Origin’s New Glenn rocket, which was due to fly its Mk 1 lander to the moon later this year, could prove to be a major setback as NASA aims to beat China to the lunar surface.

Flying back to the Moon

NASA’s SLS program has faced criticism for delays and overspending, as well as for its reliance on old technologies.

According to Northrop Grumman, though, its solid rocket motors have been proven over decades, having served the Space Shuttle program. 

The legacy contractor notes that the motors delivered this month also incorporate modern enhancements for greater performance and reliability. The boosters successfully lifted both Artemis I and II.

In a press statement, Northrop Grumman highlighted the role of its manufacturing facilities and skilled workforce as key factors enabling these crucial missions.

This capacity will support NASA’s planned increase in Artemis launch cadence while also addressing national security requirements.

Each of the boosters consists of three major assemblies, with the motor segments representing the largest portion. Technicians at the Utah site prepared the hardware, including one center segment featuring NASA’s iconic “worm” logo.

Once at Kennedy Space Center, technicians will assemble the boosters before linking them with the SLS core stage and other elements. The full stack will eventually launch the crewed Orion vehicle toward the Moon.

According to Northrop Grumman, this delivery completes the preparation of booster hardware for Artemis III. It reflects steady progress in NASA’s effort to return humans to the lunar surface. 

If that mission is a success, Artemis IV will then aim to land astronauts near the lunar south pole, where water ice and other resources could support a long-term human presence.

Northrop Grumman continues to produce boosters for upcoming Artemis missions. According to the firm, it has the capacity to “accelerate solid rocket motor production to meet NASA’s increased Artemis mission launch cadence”.