Boom Supersonic is flying at the speed of AM

In an industry built on precision and power, Boom Supersonic is rewriting the rules with powder, and laser light. Their journey from intensive use of polymer 3D printing for jigs and fixtures to a full-fledged leap into the heart of engine innovation is a testament to the promise of additive manufacturing (AM). For Ruslan Pshichenko, Boom’s Manufacturing and Additive Engineer, the process isn’t just about printing parts—it’s about engineering a revolution in flight, one layer at a time.

From plastics to metal power

Boom’s relationship with 3D printing started in the early stages of XB-1, its first and incredibly successful supersonic demonstrator aircraft. Pshichenko recalls, “We had the machines, we knew we would use them, but it was only when we hit roadblocks that we realized—oh wait, we could print this.” With the help of Stratasys FDM printers—like the F900 and F450mc—the team printed nearly 350 flight-grade thermoplastic parts and over 750 drill guides.

This was only the beginning. Now, moving on to Overture, its first commercial liner, Boom has shifted from thermoplastics to metals, preparing the path for its next leap: Symphony, the proprietary engine for Overture, its commercial supersonic jet. The Symphony engine is being validated in stages, with multiple iterations of the heart of the engine, known as the Sprint Core. “[Sprint core is] Symphony’s core section, built as a stand-alone test article that can rapidly iterate multiple times using AM parts,” Pshichenko explains, “It includes the high-pressure compressor, the combustor, and the high-pressure turbine. By testing just the core, we can gather data on combustion.”

Boom’s collaboration with EOS began with the EOS AM Turnkey Program, a comprehensive North American consulting solution designed to fast-track the adoption of industrial 3D printing by integrating expert guidance with hands-on learning.

Working closely with the Additive Minds team, this end-to-end program supports businesses through every phase—from project mapping and component redesign to system configuration, training, and full production ramp-up—within the secure EOS Technical Facility in Pflugerville, Texas. By combining real-time support, customized application development, and extensive industry insight, AM Turnkey empowers organizations like Boom to avoid costly missteps, scale efficiently, and build a fully capable in-house additive manufacturing workforce.

Boom’s agreement allowed the company to purchase a 3D printer and initially operate it at the EOS facility in Texas, with support from EOS engineers. Now, the printer is being relocated to Boom’s own research and development lab—marking just the beginning of the collaboration.

“It’s a really great program on their end,” Pshichenko says. “When we needed parts quickly, it was helpful to avoid the steep learning curve that comes with metallic 3D printing. EOS gave us access to the machine at their facility for a few months, letting their technicians handle the first production batches. Their expertise really helped us get the parts we needed fast.”

“I’ve been traveling there every month to get hands-on training with the machine. It’s a fantastic opportunity to streamline our workflow and speed up production—without the usual delays caused by learning complex and delicate printing processes.”

Engineering the heart of a supersonic engine

That’s where a fleet of turbine blades, vanes, and seals is coming to life. Each of the 193 components being produced supports Symphony’s “hot section,” particularly the high-pressure turbine (HPT) area, where temperature and stress push materials to their limits. Boom uses Haynes 282, a nickel-based superalloy optimized for high-temperature and high-stress environments, ideal for components like turbine blades and vanes.

Pshichenko, who leads the additive team (of one, so far), is hands-on in every step: “These parts live in the heart of sprint core. They’re not decorative—they’re functional, they’re real, and they help us validate every inch of the engine’s performance.” These are real working parts built to deliver data from real-world testing.

Using the EOS M400-4, Boom achieves rapid build rates thanks to the machine’s four-laser system and large volume (400mm). A single build, containing three large turbine vanes, takes about four and a half days and consumes roughly 50kg of metal powder—underscoring the machine’s industrial capacity and reliability.

The power of possibility

The benefits of additive manufacturing at Boom go beyond speed. According to Pshichenko, it’s the freedom to think differently: “One of our engineers needed a tool to evenly spread adhesive on a 20-foot carbon bond line. So, we printed a custom trial tool overnight. That’s the kind of flexibility you just can’t get with machining.”
This creative agility is now expanding into metallics. “Engineers across Boom are already coming to me with ideas—heat exchangers, impingement tubes, seals,” he explains. “Having the EOS machine in-house has started to shift the mindset. It’s like—what else can we print?”

But it’s not without challenges. Printing in metal involves intricate support strategies, precise depowering, and meticulous post-processing like HIP, heat treatment, and EDM. Still, Pshichenko sees these hurdles as manageable, especially with the right technology. “EOS is a leader in metal AM. With something as complex as a turbine blade, you want the most reliable system you can get.”

The future of supersonic is printed

Looking ahead, Boom’s ambitions are clear. “We’re designing an additive manufacturing room in our superfactory,” says Pshichenko. “It’s not just for sprint core. It’s for flight hardware, for tooling, for anything where additive gives us the edge.”

The parts Boom is printing for its prototype engine core are intended for testing, not flight. However, they are closely monitoring how the aerospace industry moves toward FAA-certified 3D-printed engine parts. But that’s just a matter of time. As Pshichenko puts it, “We’re working closely with the FAA. Validation is key. But the path is there—we’re not alone in this. Others like GE are already flying 3D-printed nozzles, but no one is yet flying rotating parts. That’s the next challenge.”

Boom expects Overture to be ready for passengers by 2029. And by then, many of its systems—especially non-structural and cabin components—could be printed. Flame-retardant thermoplastics like ULTEM 9085 CG are already in use, and new materials are also under consideration, possibly even flame retardant powder materials processed by SLS.

In the end, Boom’s story is about rethinking what’s possible. “Could we have done this without additive?” Pshichenko asks. “Maybe. But it would’ve been an order of magnitude harder. Additive lets us move fast, build smarter, and design without limits.”