Boom Supersonic is an American aerospace startup chasing the dream of bringing back commercial supersonic flight. They’re developing the Overture passenger jet and have already landed orders from United Airlines, American Airlines, and Japan Airlines.
The team has been putting their breakthrough tech to the test with the XB-1 demonstrator aircraft.
Boom Supersonic got its start with a pretty ambitious goal—revive supersonic passenger travel decades after Concorde disappeared from the skies. They kicked things off with the XB-1 program, building what’s basically the world’s first independently developed supersonic jet.
XB-1 became Boom’s technology demonstrator and, honestly, it’s the first civil supersonic jet built in America in ages. The aircraft took off for its maiden flight in March 2024 out in Mojave, California.
In early 2025, Boom hit a big milestone. XB-1 pulled off successful supersonic test flights in January and February, showing the world that supersonic passenger tech is ready to move forward.
Big airlines have taken notice. United Airlines, American Airlines, and Japan Airlines have all put down orders for the Overture, which really says a lot about how much confidence the industry has in Boom’s tech.
Boom Supersonic wants to make supersonic passenger flight not just fast, but sustainable and efficient too. They’re all about cutting flight times in half while tackling the environmental and noise issues that grounded earlier supersonic planes.
The Overture is expected to cruise at Mach 1.7—that’s 1,122 mph. Flights like New York to London could drop to just over three hours. Depending on the setup, it’ll carry 64 to 80 passengers.
Boom designed Overture with a 4,250 nautical mile range, so it’ll work for most international routes. They’re betting big on “boomless cruise” tech to solve those old sonic boom headaches that kept Concorde from flying everywhere.
They’ve gone with purpose-built turbofan engines, tuned specifically for supersonic speeds. These engines are a big step up from what older supersonic jets had. Boom’s approach blends speed and modern efficiency.
Blake Scholl leads Boom Supersonic as CEO, driving the vision for a new era of fast air travel. He’s determined to show that supersonic flight isn’t some far-off fantasy anymore—it’s within reach.
With Scholl at the helm, Boom has checked off some big milestones, including those successful XB-1 test flights. He believes Overture could totally change the way we fly, making high-speed air travel something regular folks can actually use.
Scholl’s strategy focuses on teaming up with established airlines instead of running flights themselves. That lets Boom zero in on building the planes, while the airlines do what they do best.
He’s also led Boom through major fundraising and tech development phases. His leadership has brought in both investor cash and commercial orders from some of the world’s biggest carriers.
Supersonic flight has changed aviation, thanks to decades of engineering that pushed planes past the speed of sound. Today’s supersonic jets can cruise above Mach 1 and have found ways around the problems that once held them back.
Supersonic speed means moving faster than sound travels through air. At sea level, sound zips along at about 767 miles per hour.
Planes that hit supersonic speed outrun the sound waves ahead of them. That’s what creates the familiar sonic boom you might’ve heard.
Mach numbers help measure these speeds:
Temperature and altitude change the actual speed of sound. At 35,000 feet, sound slows down because the air is colder.
The “sound barrier” is where drag forces suddenly spike as planes approach Mach 1. Early test pilots found out pretty fast that regular plane designs couldn’t handle these speeds.
To break Mach 1, you need special aircraft shapes. Swept wings, beefier engines, and stronger structures help jets punch through the sound barrier safely.
Today’s supersonic jets, like Boom’s, have already broken the sound barrier in test flights. XB-1 hit supersonic speeds while trying out new tech for future commercial use.
Engineers now know that crossing Mach 1 requires precise aerodynamics. Shock waves at this speed really change how air flows around the plane.
Supersonic aircraft started off as military projects in the 1940s, then moved into commercial flying with Concorde. Each new generation improved efficiency, safety, and speed.
Concorde could cruise at Mach 2.04 but burned a ton of fuel and couldn’t fly over many land routes due to noise. Those problems eventually ended its run in 2003.
Now, companies like Boom Supersonic are working to solve those old issues. They’re designing jets that use less fuel and create smaller sonic booms.
The latest supersonic planes use advanced materials, smarter engines, and better aerodynamics. These upgrades aim to make supersonic travel practical for airlines and passengers alike.
New jets cruise between Mach 1.1 and Mach 1.3, but with much better fuel efficiency than the old designs.
The XB-1 stands out as the first independently developed supersonic jet since Concorde. It took its first flight in 2024 and broke the sound barrier on January 28, 2025.
This trijet demonstrator helps Boom Supersonic test out key tech for its commercial Overture airliner. They’ve been running flight tests at Mojave Air & Space Port.
XB-1 sports a distinctive delta-wing and runs on three General Electric J85 engines. That trijet setup adds redundancy and gives it the power needed for supersonic testing.
Key Specs:
The plane uses an augmented reality vision system with two nose cameras. These cameras feed high-res displays to the pilot, so you don’t need a drooping nose like Concorde but still get good runway visibility.
Engineers shaped XB-1’s aerodynamics using computer simulations. The supersonic intake system turns kinetic energy into pressure energy, letting regular jet engines work from takeoff through high speed.
XB-1’s first flight happened at Mojave, with Chief Test Pilot Bill “Doc” Shoemaker flying. They reached 7,120 feet and speeds up to 238 knots, hitting all their test goals.
The demonstrator notched up some big achievements during its test program. On January 28, 2025, XB-1 broke the sound barrier three times in one flight, topping out at Mach 1.122 at 35,000 feet.
Flight Test Highlights:
Test Pilot Tristan Brandenburg flies the T-38 chase plane during these flights. The chase team checks XB-1’s handling and double-checks things like speed and altitude.
XB-1 gives Boom a chance to prove out tech that’ll be crucial for commercial supersonic flying. The carbon fiber composite body cuts weight and allows for more complex shapes.
The aerodynamics, tuned with digital tools, are efficient at supersonic speeds but still stable at takeoff and landing. That’s important for safety and fuel savings.
Advanced Systems:
Boom built these features to roll straight into the Overture airliner. XB-1 helps them set up manufacturing and safety processes, and it lets them check their predictions against real flight data.
The FAA keeps a close eye on XB-1 tests as part of the bigger push to certify new supersonic jets. These flights also supply data for updating rules about sonic booms and supersonic flying over land.
The Overture airliner is Boom’s answer to modern supersonic transport. It’ll have an all-premium cabin for 64-80 passengers, target Mach 1.7 cruise speed over water, and has already pulled in big orders from major airlines.
Overture’s cabin skips economy class altogether. Depending on what the airline wants, you’ll see 64 to 80 premium seats.
Large windows run the length of the cabin, and the whole interior uses high-end materials. Next-gen connectivity means passengers get better entertainment and stay connected in the air.
The jet features a next-generation flight deck, built with pilots and safety in mind. The cockpit blends new tech with familiar controls, so pilots don’t need a ton of retraining.
Cabin highlights:
Boom builds Overture at their Superfactory in Greensboro, North Carolina. It’s the first facility of its kind for supersonic airliner production in the U.S.
The plane runs on the Symphony engine, a turbofan that Boom designed specifically for supersonic flight.
Overture aims for a Mach 1.7 cruise speed—that’s 975 knots or 1,122 mph. This speed can cut travel times in half compared to today’s commercial jets, at least over water.
It’s got a 4,250 nautical mile range, so nonstop flights between major business cities are totally in play.
Rules still restrict supersonic flying to over water, so Overture flies subsonic over land to keep within noise limits.
On the right routes, passengers could see their travel times slashed. Long-haul flights suddenly get a lot shorter.
Flight tests are ongoing, with recent runs reaching Mach 0.67 as they steadily ramp up the speed.
United Airlines, American Airlines, and Japan Airlines have each placed orders or pre-orders for Overture aircraft. These commitments really show airlines believe in the future of supersonic travel.
Boom Supersonic plans to price tickets around what you’d pay for business class on regular flights. That approach could make supersonic trips an option for current premium passengers.
The company expects hundreds of millions of people will eventually fly supersonic on Overture jets. That’s a bold prediction, but it lines up with their hopes for widespread acceptance.
Airlines see more travelers wanting faster flights, especially business and premium leisure customers. For long-haul international routes, saving hours is worth paying extra.
Big carriers view Overture as a way to stand out and win over high-value flyers. The aircraft lets them offer something unique in the premium market.
Boom Supersonic’s Symphony engine is the first independently developed supersonic commercial jet engine in decades. It uses a medium-bypass turbofan design, tuned for sustainable aviation fuel.
The engine features advanced materials and relies on manufacturing partners to hit efficiency and environmental goals.
Symphony moves away from the old turbojets that powered Concorde. The medium-bypass turbofan design improves fuel efficiency over traditional supersonic engines.
The engine core stretches 12 feet long and 4 feet wide. Inside, you’ll find the high-pressure compressor, combustor, and turbine sections—these make up the propulsion system’s core.
Key Technical Features:
Boom kicked off hardware testing in 2024, just a year and a half after announcing Symphony. They plan to run over 30 engine rig tests to check performance across all components.
Ground tests will take place at Colorado Air and Space Port. That facility got $3-5 million in upgrades to support Symphony’s development.
Symphony lets Overture cruise at Mach 1.7 while still making commercial sense. The design focuses on both speed and environmental impact.
The medium-bypass setup delivers better fuel economy than pure turbojets. That’s a big part of Boom’s push for sustainable supersonic flight.
Initial core testing started in late 2025. Full engine trials will begin in 2026 at the Colorado site.
These tests look at how the compressor, combustor, and turbine hold up under supersonic conditions.
Performance Targets:
Boom uses advanced high-temp materials so the engine can keep running at double the speed of regular airliners. These materials help the engine perform steadily at high cruise speeds.
Boom brought together a group of specialized suppliers for Symphony’s advanced components. Each partner adds something specific to the supersonic engine project.
Florida Turbine Technologies leads engine development. As part of Kratos, they’ve got decades of turbine engineering behind them.
StandardAero manages final engine assembly and testing in San Antonio, Texas. The plant will ramp up to build 330 engines per year in a 100,000-square-foot space.
Colibrium Additive brings advanced manufacturing for complex parts. Their additive processes make it possible to produce tricky fuel nozzles and structural pieces.
ATI Inc. provides critical high-temp materials for the toughest engine jobs. Their nickel-based superalloys are key for the compressor and turbine.
By partnering, Boom taps into specialized know-how without reinventing every part themselves. This strategy helps them move faster while keeping quality high for certification.
Boom Supersonic has managed to fly supersonic without creating audible sonic booms on the ground. They use something called Boomless Cruise, which takes advantage of atmospheric physics—specifically Mach cutoff—to redirect shockwaves away from the earth.
Boomless Cruise works by flying at certain altitudes and speeds, usually between Mach 1.1 and Mach 1.2. The aircraft’s autopilot keeps a close eye on atmospheric conditions to stay in the right zone.
When XB-1 breaks the sound barrier at high altitude, it sends sonic booms upward into the atmosphere. The shockwaves bend away from the ground instead of heading down.
Overture will use advanced autopilot systems that adjust speed in real time. These systems keep the plane in the sweet spot for Mach cutoff.
Key operational parameters:
Traditional supersonic jets fly at fixed speeds, but Boomless Cruise adapts to the atmosphere. That flexibility keeps sonic booms from reaching people below.
Mach cutoff happens when the atmosphere bends sonic booms upward, away from the ground. Temperature changes and wind patterns affect how sound travels through air layers.
It’s a bit like how light bends in water. Atmospheric conditions create different densities, which steer the shockwaves.
If the plane flies at just the right altitude and speed, the boom gets trapped in the atmosphere. The sound curves up and fades out above us.
Critical factors for Mach cutoff:
The right atmosphere is crucial for this to work. Onboard systems constantly monitor conditions to keep everything dialed in.
Boomless Cruise is a big step forward for supersonic noise reduction. It lets planes fly up to 50% faster than subsonic jets, even over cities.
Today, FAA rules ban all supersonic flight over land, no matter how quiet. Boom Supersonic is pushing for new regulations to allow Boomless Cruise.
Unlike low-boom aircraft that change their shape to reduce noise, Boomless Cruise mostly relies on atmospheric tricks rather than redesigning the plane.
Noise reduction benefits:
Airlines have already ordered 130 Overture planes, hoping for regulatory approval to fly quietly at supersonic speeds. This tech could finally bring back commercial supersonic travel—without the noise headaches that grounded previous jets.
Boom Supersonic faces tough regulatory hurdles from the FAA and international agencies. They also need to tackle environmental concerns using sustainable fuel and noise reduction tech.
The FAA keeps strict rules against supersonic flight over populated areas. Right now, civilian jets can’t create sonic booms over land.
Boom works around this by planning routes that only go supersonic over water. They add coastal buffer zones so Overture doesn’t break Mach 1 until it’s far from shore.
The FAA gave Boom special permission for XB-1 test flights in April 2024. That lets them break Mach 1 during certain test programs out of Mojave.
Recent changes in regulations look promising for future supersonic flights. New tech has made booms less intense than before. Still, the FAA is developing new noise standards for these jets.
The International Civil Aviation Organization sets the global rules for supersonic travel. Recent meetings on aviation environmental protection created new certification requirements.
International teamwork helps keep regulations consistent across countries. That’s important—nobody wants a patchwork of rules that limit where you can fly.
Key areas include noise limits during takeoff and landing. Jets have to meet certain decibel levels at airports. There are also carbon dioxide emission standards for new supersonic planes.
The regulatory process requires detailed environmental studies. These look at noise, fuel use, and atmospheric effects. Boom works directly with regulators to figure out testing and certification steps.
Boom Supersonic runs a dedicated sustainability organization led by Ben Murphy. This team makes sure environmental issues shape every major design decision for XB-1 and Overture.
They focus a lot on sustainable aviation fuel (SAF). Current SAF can cut lifecycle carbon dioxide emissions by up to 80%. Boom has already tested XB-1 engines using fuel blends with 80% sustainable content.
Boom partners with fuel developers to push clean energy solutions. One partner, Prometheus Fuels, turns atmospheric CO2 into jet fuel using renewable energy.
Boom also pledged to keep XB-1 test flights carbon neutral with SAF and offsets.
On the manufacturing side, they’re planning LEED-certified factories. They’ve designed recycling processes for carbon composites before building the first planes. That should help cut down on waste when the jets retire.
Boom Supersonic’s Overture builds on Concorde’s legacy but aims to fix the problems that ended supersonic passenger flights in 2003. Modern aerospace tech finally offers solutions for noise, fuel efficiency, and economics—the big issues that hurt earlier supersonic jets.
Concorde flew from 1976 to 2003 as the world’s first successful supersonic airliner. It hit Mach 2.04 and carried up to 128 passengers across the Atlantic in just three and a half hours.
They only built 20 Concordes because of the massive development costs. The program always struggled to make money. Most flights ran with just 25% of seats filled by paying customers.
Key limitations included:
Concorde’s narrow fuselage packed passengers into tight seats. High costs meant only a handful of routes made sense financially. In the end, airlines couldn’t keep it going.
Boom’s Overture uses five decades of aerospace advances that Concorde engineers never had. Composite materials replace heavy aluminum, cutting weight and boosting strength.
Modern computer simulations let engineers test thousands of designs. Back in the 1960s, Concorde teams mostly used wind tunnels. Now, aerodynamics can be fine-tuned much more precisely.
Propulsion has improved a lot—no more afterburners. Overture’s engines run quietly at takeoff, more like a Boeing 787 than a Concorde. That opens up over 500 possible destinations.
New manufacturing techniques bring down production costs. Carbon fiber parts can be made at scale, and digital design tools speed up development compared to the old days.
Engine efficiency is way up, too. Modern turbofans let Overture fly supersonic without the fuel-guzzling afterburners that made Concorde so expensive to run.
Boom designed Overture with just 55-75 business class seats, a big shift from Concorde’s cramped 128-seat layout. They’re aiming for sustainable load factors that match what business travelers actually want now.
Noise reduction sits at the heart of their expansion plans. Overture skips afterburners, so it can land at major airports that once banned Concorde. That opens up a ton of new markets.
Economic sustainability drives every design choice. Boom wants Overture’s operating costs to compete with premium long-haul flights. They’re planning to price tickets closer to business class fares, ditching Concorde’s sky-high prices.
Supersonic travel has a better shot now than in Concorde’s heyday. International business travel exploded from 1.6 billion to 4 billion passengers a year. There’s a real appetite for time-saving premium services.
Boom realized that chasing bigger and faster doesn’t always work out. Overture flies at Mach 1.7, a bit slower than Concorde’s Mach 2.04. That speed drop boosts fuel efficiency and makes operations less complicated, but still saves plenty of time.
Boom Supersonic set up its main manufacturing base at the Overture Superfactory in North Carolina. This spot is the first supersonic airliner factory in the U.S.
They can build 33 aircraft a year and want to double that capacity. The site’s already making a big economic impact with jobs and investment flowing into the region.
The Overture Superfactory works as Boom’s main manufacturing hub for Overture. It’s at Piedmont Triad International Airport in Greensboro, North Carolina, and construction wrapped up in June 2024.
Inside, there’s a cutting-edge assembly line made just for supersonic jets. Advanced Integration Technology supplies the specialized tools and equipment.
They built the factory to meet LEED certification standards, focusing hard on sustainability. It’s 40% more energy efficient than similar facilities.
Key operational features include:
The Superfactory uses urban heat mitigation materials and efficient LED lighting. Water-saving systems keep consumption down across the plant.
The first assembly line can turn out 33 Overture jets a year, worth over $6 billion annually. Boom plans to add another line, pushing production up to 66 planes each year.
This factory brings big economic benefits to North Carolina. Experts estimate the program will add $32.3 billion to the state’s economy over 20 years.
They’re creating more than 2,400 jobs over that time, covering manufacturing, engineering, and support roles in aerospace.
Major airlines have already signed up for Overture jets from this facility. United Airlines, American Airlines, and Japan Airlines will all pick up their supersonic planes at the Superfactory.
The campus includes a dedicated delivery center for airlines to take ownership of finished aircraft. That setup makes handovers quick and smooth.
Piedmont Triad International Airport gives Boom the infrastructure it needs for manufacturing. Its location works well for building and testing supersonic aircraft.
North Carolina’s skilled aerospace workforce powers operations here. Local universities, colleges, and technical schools supply trained talent.
Being close to the East Coast lets Boom test flights over water, which is key for meeting sound regulations. Plus, they’re near top aerospace suppliers.
The airport authority partners with state economic groups to support Boom’s growth and workforce plans.
Solid transportation links connect the factory to major shipping routes and supply chains. That cuts down on logistics costs and keeps deliveries moving fast.
Boom Supersonic has lined up partnerships with big airlines and aerospace firms to bring the Overture aircraft to market. They’ve got commitments for 130 planes, plus deals with defense contractors and government agencies.
United Airlines jumped in first back in 2021, signing up for 15 firm orders and 35 options for Overture.
American Airlines joined the customer list, adding to Boom’s growing backlog.
Japan Airlines rounds out the trio of flagship partners. These three give Boom major market validation and early revenue.
All told, Boom’s commercial backlog sits at 130 aircraft. Those pre-orders provide financial backing and show real demand for supersonic passenger flights.
Airlines picked Overture because it promises to cut flight times in half. The jets will run on 100% sustainable aviation fuel.
Northrop Grumman teams up with Boom on defense uses for supersonic tech. They’re working on special mission versions for the military.
NASA collaborates with Boom through the High-Speed Commercial Vehicle program. Together, they’re pushing supersonic research and tackling regulatory hurdles.
Aernnova handles wing structures, Leonardo builds fuselage parts, and Collins Aerospace manages propulsion systems. Florida Turbine Technologies is in charge of the Symphony engine.
StandardAero brings engine assembly know-how, while Universal Avionics provides the flight deck tech. The supply chain stretches from Spain and Italy to the U.S.
Supersonic travel is at a real crossroads. Major manufacturers are eyeing commercial flights this decade, and airlines have already put in firm orders. Regulations are slowly catching up, making way for the next wave of supersonic jets.
Boom wants to launch Overture’s first commercial flights by 2029. In January 2025, they hit a milestone when their XB-1 demonstrator broke the sound barrier over the Mojave Desert.
The XB-1 test program runs through 2025, testing out key tech for Overture—engines, aerodynamics, and noise reduction.
Key Development Phases:
NASA’s Quesst project with Lockheed Martin is happening in parallel. They’re working on making sonic booms quiet enough for flights over cities.
Regulatory approval is still the big unknown. The FAA has to certify any new supersonic jets before passengers can hop on board.
United Airlines, American Airlines, and Japan Airlines have all ordered Boom’s Overture. They’re planning to fly these jets on high-demand international routes.
Premium business routes are the main focus. Flights like New York to London could drop to 3.5 hours instead of 7 at Mach 1.7.
Trans-Pacific trips will see huge time cuts too. Los Angeles to Tokyo could shrink from 11 hours to under 6.
Overture seats 65-80 passengers in business-class setups. That smaller size targets travelers willing to pay for speed.
High-Priority Route Markets:
Early routes will link big hub airports with long runways. Smaller airports just aren’t set up for supersonic operations yet.
Sonic boom rules limit where supersonic jets can fly. Right now, most flights over land have to stick to subsonic speeds, so oceanic routes get the spotlight.
Boom is developing custom turbofan engines for Overture, aiming for both supersonic performance and environmental compliance.
Modern engines and materials make these new jets more fuel-efficient than Concorde ever was. That’s a big part of making supersonic travel practical and affordable.
Major Technical Hurdles:
The market potential goes beyond passengers. Supersonic jets could transform urgent cargo delivery, too.
Competition is heating up as more companies chase supersonic. That should keep innovation moving and, hopefully, benefit travelers with better tech and prices.
Boom Supersonic faces a lot of questions about supersonic travel. With the XB-1 demonstrator and Overture, they’re tackling noise, environmental impact, and commercial viability, building on decades of progress since Concorde.
Overture skips afterburners, which were the main culprit behind Concorde’s loud takeoffs. Instead, it uses Symphony turbofan engines.
Passenger capacity is a big difference. Overture carries 60-80 people, while Concorde squeezed in fewer, but with less comfort.
Boom designed Overture to run on up to 100% sustainable aviation fuel. Concorde stuck with conventional jet fuel throughout its life.
The business model stands apart, too. Overture aims for business-class fares on many transoceanic routes. Concorde only flew a few routes, and those tickets were priced for the elite.
Overture flies up to 60,000 feet, higher than most other commercial planes. That means smoother rides above all the usual turbulence.
Boom created Boomless Cruise tech for Overture’s overland flights. It uses atmospheric conditions and altitude tweaks to keep sonic booms from hitting the ground.
The XB-1 demonstrator broke the sound barrier six times and didn’t make audible booms on the ground. Those flights proved the idea works.
Boomless Cruise lets Overture fly 40-50% faster than today’s jets. A New York to LA trip could be up to 90 minutes quicker.
When Overture hits Mach 1.7, it only makes sonic booms over water. On ocean routes, it goes full supersonic.
Takeoff noise is about the same as current long-haul jets. The Variable Noise Reduction System automatically adjusts the plane’s setup and thrust to keep things quiet during departure.
Digital aerodynamic optimization shapes Overture’s design using advanced computational tools. Concorde didn’t have anything like that back in the 1960s.
Carbon fiber composites keep the plane light but strong. Materials tech has come a long way in the last 50 years.
The augmented reality vision system helps pilots out during flight. XB-1 already showed this off in supersonic tests.
Supersonic intake design manages airflow at high speeds. Engine inlets adjust automatically for the best performance at every phase.
Special acoustic liners in the inlets and nacelles cut engine noise. These keep sound levels close to today’s subsonic jets.
Business travelers are the top market for Overture. With supersonic speed, a three-day trip can turn into a one-day hop.
United, American, and Japan Airlines have all ordered planes—130 aircraft for the first five years of production.
Transoceanic flights offer the biggest time savings. Overture will fly twice as fast as current jets, halving international travel times.
Humanitarian missions could respond faster to emergencies. Shorter travel times mean quicker disaster relief and medical help.
Long-distance relationships might get a boost, too. With shorter flights, regular visits across continents become more doable for families and couples.
Boom Supersonic is taking environmental impact seriously by making Overture compatible with sustainable aviation fuel. You can run it on up to 100% SAF, which cuts carbon emissions compared to old-school jet fuel.
The Symphony propulsion system actually supports next-generation fuels. That means the plane can switch to cleaner fuel tech as soon as it’s ready.
Efficient supersonic flight helps lower fuel use per passenger mile. Boom uses modern materials and sharp aerodynamics, so it’s way more efficient than those old supersonic jets.
Medium bypass ratio turbofan engines also improve fuel economy. They’re a big improvement over Concorde’s turbojet engines, which just weren’t as efficient.
By flying at 60,000 feet, Overture operates above most weather systems. That higher altitude helps cut down on fuel use and reduces emissions too.
In January 2025, XB-1 hit its first supersonic flight at Mojave Air & Space Port. That demonstrator program is giving engineers crucial data for Overture’s development.
Test pilots keep flying XB-1 to check out key technologies meant for commercial use. They’re out to prove safety and efficiency before anyone scales things up to a passenger jet.
Overture faces the same FAA certification process as every other commercial aircraft. The team will test for lightning strikes, crosswinds, extreme temperatures, and even emergency situations.
Once Overture gets certified, the Superfactory plans to start building planes. At first, they’ll focus on the 130-aircraft order book from airline partners.
With current orders, the factory aims for five years of production. This setup should let them deliver aircraft to United Airlines, American Airlines, and Japan Airlines in a steady, systematic way.
