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Before the coronavirus pandemic upended normal life and essentially shut down commercial airliners, the aviation industry had a projected need for 40,000 new aircraft—planes, helicopters, air taxis, and unmanned aerial vehicles—in the next 20 years.

Since its first volume, in 2006, this publication has followed the story of the F-35 Joint Strike Fighter, which, through trial and sometimes painful error, has gone from a daring design to a distributed manufacturing supply chain to, finally, a warplane in service around the globe.

The world has changed remarkably in 2020. The new decade began with a sense of optimism and historically strong economies in both the commercial aerospace and defense sectors.

The warning about the vulnerability of the aerospace and defense industry’s supply chain came buried in the pages of a report issued by the consulting firm EY two years before the COVID-19 outbreak became a full-blown global crisis.

The U.S. Department of Defense (DoD) wants the industry to secure the country’s leadership in hypersonic weaponry. The request is no small feat.

Aerospace OEMs and their supply chains are evolving plans to manage the economic impact caused by the health-related shutdown last spring.

Durable goods orders rose last month, boosted by commercial and defense aircraft, the U.S. Commerce said today.

Honeywell Aerospace, part of global commercial and consumer engineering conglomerate Honeywell, produces a large number of the impellers and blisks used in commercial aeroplanes.

Three partners contributed their diverse manufacturing and machining experience—and their last initials—to found SPR Machine in 2002.

It is not surprising that the aerospace and defense industry exists at a higher plane of manufacturing. The components and end products being assembled must endure intense forces and pressures, are expected to perform without failure, and even the slightest mistake comes with extreme safety risks.