The Air Force is collecting data from flight tests of a subscale version of its Blended-Wing Body demonstrator, and using that data to revise the full-scale aircraft’s control software and final configuration—the first flight of which remains on track for 2027.
In August 2023, the Department of the Air Force tapped startup JetZero to build a prototype Blended-Wing Body (BWB) aircraft for testing and demonstrating new technologies. Nearly 18 months later, a service spokesperson offered one of the first updates to the project.
The subscale demonstrator, nicknamed “Pathfinder,” has a 23-foot wingspan and is about one-eight the size of the planned full-scale aircraft, intended to explore BWB concepts for future Air Force and commercial airlifters and cargo aircraft. The BWB concept could reduce fuel burn by 30 percent versus existing cargo aircraft, which is why the project is being led by the Air Force assistant secretary for energy, installations, and the environment.
The Federal Aviation Administration gave the green light for testing in spring 2024.
“The subscale aircraft, initially flown at Crow’s Landing, Calif., confirmed that the current JetZero BWB concept has similar flight dynamics to previous BWB subscale aircraft, namely X-48,” an Air Force spokesperson said.
The X-48 program, concluded in 2013, included several sizes and configurations of a blended-wing body not unlike the BWB now being pursued. It was tested with both two and three engines, and with different configurations of the wings and winglets.
While JetZero is running the BWB program, its partner, Northrop Grumman’s Scaled Composites division, is fabricating the full-size airplane.
Though not officially connected with the Air Force’s Next-Generation Air refueling System (NGAS) program, “BWB concepts are likely to inform NGAS analysis efforts as well as discussions regarding next-gen airlift,” the Air Force spokesperson said. “The desired optionality extends beyond aerial refueling and airlift platforms,” she added.
At the time of the award, Air Force officials said the performance of the BWB would inform an analysis of alternatives for the NGAS and other future mobility concepts.
“Inception of the Blended Wing Body project occurred independent of the program of record known as NGAS,” the spokesperson said. “As such, the BWB project is more broadly intended to accelerate innovation for the next generation of large aircraft and generate optionality for future capability needs.”
Testing with the subscale demonstrator is already paying dividends, she said.
“Due to dynamic scaling, subscale aircraft efforts have enabled refinement of flight control laws applicable to the full-scale demonstration aircraft, and further flight testing will serve to validate [Computational Fluid Dynamics] models and performance characteristics of the outer mold line,” she said.
Scaled Composites “has begun manufacturing full-scale parts for testing purposes. For example, a wing test article was recently built to refine and validate structural models being used for the full-scale aircraft build,” she said, while JetZero has made “significant progress in its integrated test facility … which enables systems integration testing to begin well before initial manufacturing of the full-scale aircraft. This is a risk reduction strategy which Gulfstream has used for previous developmental aircraft.”
The Air Force said fabrication of the full-scale aircraft will take place throughout 2026 and ground testing will start in April 2027. First flight is expected in September 2027.
In addition to a future air refueling jet, the Air Force is beginning to look at options for a successor to all its main airlift platforms: the C-5, C-17, and C-130. The C-5 recently concluded a lengthy upgrade and re-engining intended to extend its life into the 2040s, though that program has failed to yield the expected increases in aircraft availability. The Air Force is contemplating either a service life extension for the C-17 or a replacement type, and Air Mobility Command and Special Operations Command need a more survivable aircraft than the C-130 for future tactical airlift missions.
Besides feeding future fuel-efficient aircraft designs, “the BWB effort aims to accelerate innovation and create optionality for future capability needs, which could be applied to several aircraft, including cargo, transport, tanker, and bomber aircraft designs (which make up 60 percent of Air Force fuel burn),” the service spokesperson said.
“The BWB project supports the [Department of the Air Force] strategy by leveraging new transformational aircraft technology that is significantly more efficient (at least 30 percent) than current platforms. It has the potential to significantly increase our capability and readiness, specifically with the logistics challenges presented in INDOPACOM.”
Air Force officials have frequently noted that the vast dimensions of the Indo-Pacific will force the service to extend the range and efficiency of future platforms, especially to make the Agile Combat Employment concept work. Under ACE, the Air Force will need timely and survivable airlift support in many dispersed, austere locations, and aircraft will need to be able to move cargo and fuel while burning as little of their own fuel as possible.
“This transformational technology could be vital for a fight in the Pacific, giving us the operational edge we need,” the spokesperson said.
The BWB program is funded under a cost-sharing arrangement, under which the Air Force will put up a total of $230 million, while investors will put up an undisclosed amount, but at least matching the Air Force’s contribution. Industry officials said some $300 million in private funds are committed or pledged to the project.