This article is based on an official press release from Aurora Flight Sciences and industry public data.

Boeing’s Brain Trust: Aurora Industrializes Autonomy with ATLAS Program

On December 9, 2025, Aurora Flight Sciences, a Boeing company, released a significant strategic update regarding its approach to autonomous flight. Titled “Engineering Autonomy for the Next Generation of Aircraft,” the announcement details the company’s maturity in transitioning artificial intelligence from simulation labs to real-world skies. Central to this update is the ATLAS (Accelerated Testing of Live Autonomy Software) program, a development pipeline designed to serve as the “digital flight school” for Boeing’s future aviation platforms.

As the aviation industry moves toward certified autonomous operations, the focus has shifted from experimental one-off demonstrations to scalable, industrial-grade software architectures. Aurora’s latest disclosure highlights how it is using surrogate aircraft, specifically the Centaur and SKIRON-X, to validate the complex decision-making systems required for upcoming high-profile military and commercial programs.

The ATLAS Architecture: Bridging Simulation and Reality

According to the company’s announcement, the core of this new capability is the ATLAS program. This unified Software architecture allows engineers to test code in virtual environments and deploy it immediately to physical aircraft without the need for extensive rewriting. This “lab-to-sky” workflow is critical for reducing the risk associated with testing autonomous behaviors on expensive, next-generation airframes.

Dr. Mia Stevens, Chief Engineer of the ATLAS program, emphasized the operational focus of their methodology in the press release:

“What sets us apart is how we bring together research, flight testing, and real aircraft to make autonomy operational. We’re building systems that will define how the next generation of aircraft think and fly.”

Hardware-in-the-Loop Simulation (HILSim)

A key component of ATLAS is Hardware-in-the-Loop Simulation (HILSim). This process involves plugging real aircraft hardware, such as flight computers and sensors, into a simulator to “fly” thousands of virtual hours. By subjecting the actual hardware to virtual scenarios, Aurora can validate system responses to edge cases that would be dangerous or cost-prohibitive to test in the real world.

Building Human-Centric Trust

The announcement also highlighted a focus on “trust-building” between human operators and AI systems. Aurora is utilizing human-centric AI metrics, including eye-tracking and heart-rate monitoring of pilots in simulators. These metrics help engineers understand how human operators react to autonomous decisions, ensuring that the technology performs predictably and works collaboratively with human crews.

The Surrogate Fleet: Centaur and SKIRON-X

To bridge the gap between code and capability, Aurora employs a specific fleet of “surrogate” aircraft. These platforms are used to “teach” the AI before it is entrusted with classified or high-value vehicles.

• Centaur (Optionally Piloted Aircraft): Based on a modified Diamond DA42 general aviation plane, the Centaur can fly with a safety pilot on board while the AI controls the aircraft. It operates in the National Airspace System (NAS) to test sensors and decision-making algorithms in real-world traffic environments.
• SKIRON-X (Group 2 sUAS): This small, electric-aviation vertical takeoff and landing (eVTOL) drone allows for rapid, low-risk iteration of swarm behaviors and “communication-aware autonomy.”

Strategic Context: Powering the X-Planes

While the December 9 announcement focused on the underlying software architecture, this technology is the foundational “brain” for several major programs currently active as of late 2025. The autonomy stack developed under ATLAS is intended to support Boeing’s advanced projects.

One such project is the DARPA SPRINT X-Plane, a high-speed, runway-independent vertical lift aircraft utilizing “Fan-in-Wing” technology. Currently in Phase 1B (Preliminary Design), flight testing for SPRINT is targeted for 2027. Additionally, the autonomy work supports the X-65 CRANE, a revolutionary aircraft that uses bursts of air for steering rather than traditional moving control surfaces.

Aurora also continues to serve as a partner to Wisk Aero, Boeing’s autonomous air taxi subsidiary, collaborating on the autonomy stack for Wisk’s 6th Generation aircraft.

AirPro News Analysis

The Industrialization of AI Pilot Training

The significance of Aurora’s announcement lies not in the hardware itself, but in the industrialization of the training pipeline. Much like human pilots require flight hours to achieve certification, AI pilots require verified data and experience. By formalizing the ATLAS pipeline, Aurora is effectively creating a standardized “flight school” for algorithms.

This development comes at a critical time for the industry. With the FAA’s Part 108 Notice of Proposed Rulemaking (NPRM) released in August 2025, the regulatory pathway for Beyond Visual Line of Sight (BVLOS) operations is becoming clearer. The ability to demonstrate a robust safety case, backed by thousands of hours of HILSim and surrogate flight data, will be the differentiating factor for companies seeking to operate in shared airspace.

In the competitive landscape of late 2025, Aurora faces stiff competition from defense-focused firms like Shield AI, whose “Hivemind” pilot is platform-agnostic, and Skydio, which dominates the small drone market with visual navigation. However, Aurora’s integration with Boeing’s massive industrial base and its specific focus on certifying heavy, complex X-planes positions ATLAS as a critical infrastructure play for the future of aerospace defense and logistics.

Frequently Asked Questions

What is the ATLAS program?
ATLAS stands for Accelerated Testing of Live Autonomy Software. It is Aurora Flight Sciences’ unified architecture for developing, testing, and deploying autonomous flight software across different aircraft platforms.

What aircraft does Aurora use for testing?
Aurora primarily uses the Centaur, an optionally piloted Diamond DA42, and the SKIRON-X, a small eVTOL drone, as testbeds to validate software before deploying it to larger, more expensive airframes.

How does this relate to Boeing?
Aurora Flight Sciences is a Boeing company. The autonomy technologies developed by Aurora are intended to power Boeing’s future platforms, including the DARPA SPRINT X-Plane and the X-65 CRANE.

What is HILSim?
Hardware-in-the-Loop Simulation (HILSim) is a testing method where real aircraft hardware (like flight computers) is connected to a simulator. This allows engineers to test how the physical hardware reacts to virtual flight scenarios.

Sources

• Aurora Flight Sciences

This article summarizes reporting by Reuters and Bloomberg News.

New Air Force One Delivery Delayed to Mid-2028; Interim Jet Plan Activated

The delivery of the next-generation Air Force One has faced another significant schedule setback. According to reporting by Reuters and Bloomberg News, the U.S. Air Force has officially delayed the expected delivery of the first VC-25B aircraft until mid-2028. This adjustment pushes the program approximately four years behind its original schedule and a full year beyond the most recent 2027 estimate.

In response to these persistent delays, the Trump administration has reportedly initiated a parallel strategy to secure an interim presidential aircraft. As outlined in recent reports, this plan involves retrofitting a former Qatari Boeing 747-8 to serve as a stopgap measure while Boeing completes the complex militarization of the official VC-25B fleet.

The delay highlights the ongoing friction between the strict technical requirements of the presidential mission and the manufacturing realities facing Boeing. While the manufacturer aims to accelerate production through strategic reviews, the Air Force maintains that safety and mission capabilities cannot be compromised.

Timeline Slips and Interim Solutions

The VC-25B program, which involves converting two commercial Boeing 747-8 aircraft into flying command centers, has been plagued by supply chain disruptions and technical hurdles. Reporting indicates that the new mid-2028 target is driven by difficulties in interior installation and complex wiring systems.

The “Interim” Qatari Jet

To mitigate the operational gap, the administration has tapped defense contractor L3Harris Technologies to prepare a substitute aircraft. According to industry reports, this aircraft is a used Boeing 747-8 formerly owned by the Qatari government. The goal is to have this “interim” jet operational by late 2025.

Unlike the fully militarized VC-25B, this interim aircraft is expected to undergo a “lite” retrofit. It will likely lack the full suite of nuclear-hardened electronics and advanced self-defense countermeasures required for a “Doomsday” scenario, serving instead as a standard VIP transport until the official fleet is ready.

Strategic Trade-Offs and High-Profile Advisors

Despite the official delay to 2028, Boeing is reportedly attempting to pull the delivery date back to 2027. This acceleration is contingent on the Air Force agreeing to relax specific technical requirements. To assist in this process, Boeing CEO Kelly Ortberg has engaged Elon Musk to review the program’s constraints.

According to the reporting, Musk is advising on identifying “non-value-added” bureaucratic or technical requirements that could be removed to speed up production. In a statement regarding this collaboration, Ortberg noted:

“Elon Musk is actually helping us a lot in working through the requirements… to get non-value-added constraints out of the way so that we can move faster.”

However, Air Force officials remain cautious. Darlene Costello, the Principal Deputy Assistant Secretary for Acquisition, has indicated that while the service is reviewing proposed trade-offs, there is no guarantee that safety or mission-critical standards will be lowered to meet the 2027 target.

AirPro News Analysis

The involvement of external advisors to streamline military procurement highlights a growing tension in defense contracting: the balance between commercial speed and military hardening. While removing “non-value-added” constraints sounds efficient, the VC-25B is unique because it must function as a mobile White House during nuclear conflict. We believe the friction between Boeing’s desire for commercial-style efficiency and the Air Force’s requirement for redundancy will define the final phase of this program. If the “interim” jet proves successful, it may inadvertently reduce the pressure to deliver the fully capable VC-25B quickly, potentially allowing for even further slips in the main program.

Financial Impact and Technical Hurdles

The financial strain on Boeing continues to mount. The VC-25B program operates under a $3.9 billion fixed-price contract negotiated in 2018. Because the price is capped, Boeing is liable for all cost overruns, which have already exceeded $2 billion. In 2024 alone, Boeing’s defense division reported losses of over $5 billion, driven partly by development programs like the VC-25B.

Technical challenges remain the primary driver of these costs. The aircraft requires over 200 miles of wiring to support hardened communications. Furthermore, Boeing has struggled to find sufficient labor with “Yankee White” top-secret security clearances necessary to install sensitive interior components.

President Trump has expressed visible frustration with the pace of the program. Regarding the delays, he recently stated:

“I’m not happy with the fact that it’s taken so long… There’s no excuse for it.”

Frequently Asked Questions

When will the new Air Force One be delivered?

The Air Force has officially moved the delivery date to mid-2028, though Boeing is aiming for 2027 if requirements are relaxed.

What is the interim solution?

The administration plans to use a refurbished former Qatari Boeing 747-8, retrofitted by L3Harris, expected to be ready by late 2025.

Why is the program delayed?

Delays are attributed to supply chain issues, labor shortages regarding security clearances, and technical complexities involving the aircraft’s wiring and interior.

Who is paying for the cost overruns?

Due to the fixed-price contract structure, Boeing is responsible for costs exceeding the agreed $3.9 billion price tag.

Sources

• Reuters

This article is based on an official update from the Nimrod Preservation Group.

Historic Nimrod XV232 Faces Scrapping Threat Amid Coventry Airport Closure

The Nimrod Preservation Group (NPG) has issued an urgent alert regarding the future of the Nimrod XV232, a historic maritime patrol aircraft stationed at Airports. Following confirmation that the airport will permanently close in 2026 to facilitate the construction of a battery gigafactory, the group faces a strict deadline to relocate the massive aircraft or risk seeing it dismantled and scrapped.

According to the official update from the preservation group, the airport operators have confirmed that the site will cease operations on June 11, 2026. Consequently, the group has been served a formal notice to vacate the premises by May 9, 2026. This leaves the volunteer team with a narrow window to secure funding and logistical approval for what they describe as a “monumental” relocation effort.

The “Greenpower Park” Displacement

The driving force behind the eviction is the redevelopment of the airfield into “Greenpower Park,” a joint venture between the Rigby Group (owners of Coventry Airport) and Coventry City Council. The site is designated to become a UK Centre of Electrification and Clean Energy.

While the development promises advancement in Green-Technology, it poses an existential threat to the Cold War-era jet. The Nimrod XV232 has been based at Coventry since May 2010, maintained in “ground-running” condition by a dedicated team of volunteers. The aircraft regularly performs engine runs and taxi demonstrations, keeping its systems active despite not having flown for over 15 years.

A Strict Deadline

The timeline provided by the NPG is rigid. With the airport’s closure set for June 2026, the group must remove the aircraft a month prior. Kevin Connor, Director of the Nimrod Preservation Group, expressed the gravity of the situation in the group’s recent statement.

“The news of the closure has been in the pipeline for a number of years now. We were warned, but it’s been dragging on… and it became one of those things that felt a bit unrealistic.”

, Kevin Connor, Director of the Nimrod Preservation Group

Survival Options: Flight, Road, or Scrap

The preservation group has outlined three potential outcomes for the aircraft, only two of which result in its survival. The logistical challenges for both survival options are significant due to the aircraft’s size and regulatory status.

Option A: The “One-Flight” Solution

The preferred, albeit most difficult, option is to fly the XV232 to a new location. This “dream” scenario involves ferrying the aircraft to another museum or airfield. However, the regulatory hurdles are immense. The aircraft would require a special “Permit to Fly” from the UK Civil Aviation Authority (CAA). Gaining approval for a complex military jet that has been grounded since 2010 would necessitate extensive inspections and potentially costly repairs to meet safety standards for a single ferry flight.

Option B: Road Transport

The alternative survival option is to dismantle the aircraft and transport it by road. The Nimrod is based on the de Havilland Comet airframe, making it a large and structurally complex machine. Disassembling it without causing irreversible structural damage is technically difficult and labor-intensive. Furthermore, the costs associated with heavy haulage and reassembly at a new site are expected to be substantial.

Option C: Scrapping

If neither of the relocation options can be funded or executed by the May 9, 2026 deadline, the group warns that the aircraft will likely be disposed of on-site.

“If we can’t find a solution… unfortunately it is likely that [XV232’s] fate will be out of our hands and she may be split up where she is, something none of us wants to contemplate.”

, Kevin Connor, Director of the Nimrod Preservation Group

Historical Significance of XV232

The potential loss of XV232 would mean the destruction of a significant piece of British Military-Aircraft history. The aircraft is a Hawker Siddeley Nimrod MR2, a veteran of the 1982 Falklands War. It holds a specific place in aviation records, having completed the longest reconnaissance flight by a Nimrod during the Falklands campaign. Supported by air-to-air refueling, the aircraft covered 8,453 miles in 18 hours and 50 minutes.

Since its arrival at Coventry from RAF Kinloss in 2010, it has served as a “living” exhibit, allowing the public to experience the sights and sounds of four Rolls-Royce Spey engines in operation.

AirPro News Analysis

The situation facing Nimrod XV232 highlights a recurring conflict in industrial heritage preservation: the tension between preserving historic technology and developing modern infrastructure. The irony here is palpable, a gas-guzzling, four-engine Cold War jet is being displaced by a facility dedicated to electrification and green energy. While the economic and environmental arguments for the Gigafactory are clear, the cultural cost is the potential erasure of a unique engineering artifact. Without significant external intervention, likely in the form of a major financial donor or a partner aviation organization, the regulatory and financial barriers to moving a grounded Nimrod may prove insurmountable in the short time remaining.

Frequently Asked Questions

When is the final deadline for the aircraft to move?
The Nimrod Preservation Group has been given a deadline of May 9, 2026, to vacate Coventry Airport.

Can the aircraft still fly?
Technically, the engines and systems are maintained in running order. However, legally and safely, it requires a “Permit to Fly” from the CAA, which involves rigorous inspections after 15 years on the ground.

How can the public help?
The group is appealing for financial support via a GoFundMe campaign and is seeking technical expertise or contacts that could facilitate a move by road or air.

Sources

• Nimrod Preservation Group