Surprisingly

A baggily clad skateboarder’s wheels clatter across concrete floors, the noise bouncing off exposed pipes and iron girders. Vaulted skylights set in high ceilings illuminate the industrial space and its central kitchen, from which my main course – a silky lemon risotto, spiked with samphire, rhubarb, garlic, baby onions and basil – has just been transported.

I’m in the Dutch city of Eindhoven, in North Brabant, famous for its historic connection to Philips, the one-time electronics giant. The restaurant, Radio Royaal, is housed in what was once their engine room, in the Strijp-S neighbourhood. Today, Strijp-S buzzes with concept stores, an indoor food market, MU Hybrid Art House and the Area 51 skatepark. The broader area, Strijp, was where the company was largely headquartered: its zones are named S, T and R. In the late 90s, Philips withdrew from the city where it had started in 1891, and the letters I, J and P were never assigned.

Philips had employed about half of the region’s working population, so its departure for Amsterdam inevitably left a huge hole. Fortunately for Eindhoven, this was short-lived, and within a decade the city had reinvented itself as a multicultural hub for design and innovation – so much so that Dutch Design Week, the largest event of its kind in northern Europe, has been held here since 2005.

This year’s iteration, from 17 to 25 October, has a jam-packed programme of exhibitions, workshops and seminars at more than 100 locations around the city, with thousands of local and international designers involved. About 350,000 visitors are expected, with displays spanning everything from a bar made from mushrooms to the manipulation of Dutch wool (which is coarser than other wools, such as merino) for wearable garments.

Well beyond Design Week, however, Eindhoven packs a punch in terms of creativity. On my visit, I discovered a city that is not only vibrant and design-led, but also surprisingly green.

Completely off-limits during Philips’ heyday, Strijp-S is perhaps the liveliest example of Eindhoven’s reinvention, with innovative businesses making the most of the industrial spaces. It’s distinguished, too, by the Trudo Tower, a 19-storey building where facade planters froth with more than 70 species of greenery. Purpose-built in 2020, these eye-catching apartments were designed to provide affordable housing for low-income residents.

Despite the city’s industrial past, about 40% of Eindhoven’s landscape comprises greenery. Walkways – complete with bat boxes – run alongside the Dommel river, while larger spaces, such as Karpendonkse Plas and Philips de Jongh park, provide walking and biking opportunities. This, plus an average commute time of 15 minutes, helps to explain why Eindhoven was named the world’s least stressed city last year.

As you walk from the UFO-shaped Evoluon (now functioning as an exhibition space and conference centre, and given by the company to the city on its 75th anniversary) on the edge of the Het Ven neighbourhood towards Strijp-R, the area becomes both green and residential. Ahead of the times, Philips saw the correlation between nature and healthy, happy employees. As early as 1910, the company started building workers’ accommodation with large gardens, which today are a mix of social and private housing.

Strijp-R’s primary allure, however, is the RK Complex. Formerly a Philips ceramics factory, it was bought by renowned Dutch designer Piet Hein Eek and opened in 2010. Other designers have workshops here, too: the idea, said Hein Eek, was to give young creatives an affordable space to work. The concept obviously works: in more than 15 years, only five of the 25 studios have changed hands.

Visitors flock here year-round to check out Hein Eek’s eco-forward scrap wood furniture and for glimpses into the studios, the cavernous exhibition space and the shop, packed with smaller design objects – ceramics, books, jewellery. The onsite Green Restaurant favours local, seasonal ingredients in hearty portions; it’s attached to the boutique Piet Hein Eek hotel, also one of the designer’s innovations. It has 14 rooms, each featuring a distinctive design style, with doubles from €135.

What makes a stay in Eindhoven even more interesting, however, are the myriad ways this impulse towards repurposing spaces, reusing materials and thinking sustainably shapes the visitor experience. I stayed at Hotel Mariënhge (doubles from €83) in the centre, a former monastery characterised by clean lines and cheeky art, its interiors effortlessly blending old and new.

From here, it’s a short walk to the retail district, where vintage stores range from the highly curated Yatva Vintage to a Salvation Army ReShare store. Near Strijp-R, I happen upon Luna & Lore, owned and run by Luna Hartogs. “Lore is about wisdom passed on from previous generations, and I learned to sew from my grandmother,” she explains, as I rifle delightedly through rails of upcycled vintage clothing. “For me, it’s also about passing things on for people to enjoy.”

“Eindhoven gets called ‘Vintage Valhalla’ – a paradise,” Erik van Gerwen of Eindhoven 365 tells me over dinner at Fifth NRE, itself housed in a former gas factory. “There’s the Philips legacy, but the presence of the Design Academy also ensures a lively community, passionate about innovatively making use of what already exists.”

Creating opportunities is a recurring theme in Eindhoven. I see it again at New Order of Fashion, a nonprofit organisation providing makers with resources to experiment with, as well as a sellers’ platform. It’s also a lab, researching the future of fashion from a regenerative perspective, and a public space aiming to inspire visitors to think about their consumer choices.

I loiter outside the Muziekgebouw concert hall: since 2024, its facade has featured a massive mural of a street musician and classical concert violinist embracing. Named Echoes of Harmony, it was commissioned by Eindhoven city council to represent music’s ability to bridge barriers, and since named best mural worldwide by Street Art Cities.

On the city’s north-eastern edge, graffers can legally unleash spray cans in Berenkuil, a two-level roundabout and now the country’s largest open-air graffiti zone. Ramps and rails make it a beeline for skateboarders, too; again, I hear wheels grinding on concrete. There are no dibs here: the art lasts mere days before it’s sprayed over by someone else, but that, I’m told, is the point. In Eindhoven, perhaps more than anywhere else, the idea that everything is ephemeral, yet also renewable, seems entirely at home.

The trip was provided by the Netherlands Board of Tourism and Conventions

Seven companies are said to now be in the running to develop a lower-cost and highly modular drone to succeed the MQ-9A Reaper. Though the field has some well-established entrants and some far lesser known names, the inclusion of Otto Aerospace in this group is particularly unexpected and interesting to examine. Otto has made bold, but still unrealized pronouncements about disrupting the aviation industry with potentially revolutionary high-efficiency designs that could have civilian and military applications. TWZ has been steadily tracking the company’s developments since we first reported on the existence of the Celera 500L aircraft back in 2017.

Air & Space Forces Magazine first reported on Wednesday that Otto Aerospace (previously Otto Aviation), as well as Anduril, Chaos Industries, General Atomics Aeronautical Systems, Grid Aero, Shield AI, and Swarm Aero, had “made the cut” for the Massed Modular Aircraft (MMA) program, citing anonymous sources. The MMA effort formally kicked off in July, and the Air Force is now aiming to have a fleet of at least 500 of these drones by 2032.

An industry source has also told us that these seven companies are moving ahead in the MMA program. The Air Force has not yet offered an official confirmation.

“The Air Force’s partnership with the Defense Innovation Unit is accelerating requirements development and rapid prototyping by leveraging commercial innovation and reducing timelines,” a spokesperson for the service said when we asked for more information. “We continue working with industry to inform requirements and assess potential solutions as we shape the future MMA capability.”

TWZ has also reached out to all of the companies on the list for more details.

As mentioned, it is unexpected and especially interesting to see Otto named here in the context of MMA. The company’s core design philosophy centers around what is called laminar flow. Broadly speaking, this refers to liquid or gaseous “fluids,” including air, flowing in smooth, regular layers across a surface with little to no mixing between them. In aviation, optimization for laminar flow translates to reduced drag and improved aerodynamic efficiency. This, in turn, can offer a host of benefits, including when it comes to fuel economy, extended range, and overall performance, as well as reductions in operating costs.

With this in mind, all of the designs that Otto has shown to date, starting with the Celera 500L, have been based around teardrop-shaped fuselages to maximize laminar flow benefits. Many of them also feature long, slender glider-like wings. The sudden and unannounced appearance of the very exotic and futuristic-looking Celera 500L at the Southern California Logistics Airport in 2017, at which time nothing was known about the aircraft or its manufacturer, caused a stir in the broader aviation community. TWZ was the first to report on the plane and then unmasked its identity.

The Celera 500: Technology Demonstrator with a Lasting Impact

On top of the laminar flow-optimized shaping, the Celera 500L was a pusher-propeller design powered by a single high-efficiency, turbocharged, multi-fuel V12 piston engine. A relevant patent held by Otto also describes a novel exhaust system with a heat exchanger that provides an additional boost in thrust.

Otto conducted an extensive test campaign with the Celera 500L, taking the aircraft up to an altitude of 15,000 feet and to a speed of 250 miles per hour. The company posited that this would translate to a cruising speed of around 460 miles per hour at the design’s intended operating ceiling of 50,000 feet.

Development focus at the company has since shifted to the jet-powered Phantom 3500, which has a much revised design compared to the Celera 500L. Otto has said previously that it expects this aircraft to burn just 115 gallons of fuel per hour, further underscoring the benefits of its laminar-flow-centric approach. Comparably sized business jets like the Bombardier Challenger 350, Cessna Citation Latitude, and Embraer Praetor 500 consume around 300 gallons per hour, according to the company, citing data from Jet Support Services, Inc. (JSSI).

It is also worth noting here that Otto has already developed a drone with a “highly laminar-flow efficient airframe” for the U.S. Defense Advanced Research Projects Agency (DARPA). The company announced the successful completion of a flight test campaign in May. The pusher-propeller design has a teardrop-shaped main body, a glider-type main wing, and a T-tail at the end of a boom that extends to the rear of the aircraft. DARPA plans to use that drone to demonstrate laser-based power beaming technology that could be used to relay electricity to forward operating locations. The technology could also dramatically extend the endurance of an electrically-powered drone, potentially allowing it to stay in the air indefinitely.

Otto Aerospace DARPA EOS Flight Test

The drone for DARPA is far too small to meet the Air Force’s MMA requirements. However, “the program leveraged Otto’s aerodynamic expertise to design and flight-test an unmanned vehicle that could inform design parameters for future energy-relay systems or more extremely fuel-efficient, long-endurance platforms,” per a press release Otto put out in May.

TWZ has highlighted in the past how the general range, fuel economy, and other advantages inherent to Otto’s designs could be even more pronounced in a configuration that does not need to support a human crew. Furthermore, Otto has previously shown militarized concepts, crewed and uncrewed. As we’ve written in our earlier coverage of the Celera 500L:

“Though primarily aimed at civilian and commercial operators, Otto’s new website also highlights the potential for the Celera 500L to use its long-range and high fuel economy to support military missions, including transporting personnel and cargo, as well as conducting intelligence, surveillance, and reconnaissance (ISR) missions. A version of the aircraft, possibly unmanned, equipped with any number of sensor suites could be an impressive persistent surveillance and communications relay platform able to orbit over particular areas for very long periods of time and cover a wide swath of the battlefield from its high perch. It could also be able to reposition itself quickly and transit to its tasking area at jet-like speeds.”

While we have yet to see an explicit MMA proposal from Otto, a laminar flow-optimized drone could be a very attractive offering, given the program’s focus on reducing costs while having an unrefueled combat radius of at least 2,300 nautical miles, among other capabilities. A more efficient design could further translate to a drone that needs less fuel to meet range and other requirements, which, in turn, could allow for a smaller and/or cheaper design overall. Weight and physical space savings afforded by reduced fuel demand could be used to increase ordnance and other payload capacity, too. You can read more about what is known about the MMA requirements here.

There are more companies beyond Otto in the running. With the Air Force aiming to buy hundreds of MMA drones in the coming years, there will be stiff competition.

General Atomics, which developed and produced the MQ-9A, has publicly put forward its own proposal for a successor, called Wildfire. The new drone draws heavily on experience with the Reaper, as well as other drones in the company’s portfolio, and you can read more about what is known about that design here. General Atomics declined to offer additional comment in response to questions regarding the current state of the MMA program. As an aside, General Atomics is also now on contract to build higher-end FQ-42 Vengeance drones for the Air Force, one of two designs intended for higher-end air combat the service is acquiring under its Collaborative Combat Aircraft (CCA) program.

The other company building CCA drones for the Air Force is Anduril, with its FQ-44 Fury, and it has now also been named in relation to the MMA effort. Anduril has unveiled two other very different tactical drones since 2025, the twin-engine hybrid-electric tail-sitting Omen, designed primarily for surveillance and reconnaissance, and Thunder, an armed tiltrotor pitched as an uncrewed companion for crewed rotorcraft. Neither of those uncrewed aircraft would seem to directly align with the stated MMA requirements, but might serve as a starting place. Anduril also has a history now of developing new uncrewed platforms and other systems discreetly, and sharing them with the public only when they have become relatively mature.

What design Shield AI might be offering is unknown. The MMA requirements would seem to sit between the company’s V-BAT drone, which is in service with several armed forces today, including in the United States and Ukraine, and the much higher-end X-BAT that is now in development. Shield AI has been working to expand on the V-BAT design, including plans to integrate air-launched munitions. Both V-BAT and X-BAT are also vertical-takeoff and landing designs. Beyond drones, Shield AI remains a major developer of artificial intelligence-driven autonomy packages for the U.S. military and others.

Unveiling the Future of Defense Tech: Shield AI’s V-BAT Teams for Autonomous Missions

X-BAT: Earth Is Our Runway

Earlier this month, newcomer Swarm Aero unveiled a new drone with performance and capabilities that align with the stated MMA requirements earlier this month. Called Gamera, the design has a single propeller at the front of a small central fuselage, together with sponsons holding large fuel cells on either side and a twin-boom tail configuration broadly reminiscent of the OV-10 Bronco light attack aircraft, as TWZ previously reported on in more detail.

Meet Gamera: A New Category of Group 5 Strike and Sensing UAS

Grid Aero is publicly developing a twin-engine cargo drone called the Lifter Lite, in part with funding from AFWERX, the Air Force’s internal technology incubator. Whether the company might work to adapt the Lifter Lite, which has been undergoing testing at least on the ground, to meet the MMA requirements or has proposed something entirely different is not known.

The last firm on the list, Chaos Industries, does not appear to show any drone designs on its website at the time of writing. It is primarily known as a developer of radar systems, especially for use in counter-drone systems. The company declined to comment in response to TWZ queries regarding the MMA program.

To reiterate, the Air Force still has not confirmed the full list of MMA program contenders. Otto’s participation would be a standout, but the field as it is understood now features a number of very established drone makers, as well as emerging start-ups, all vying for a very lucrative opportunity. On top of the potential just to supply hundreds of drones upfront, those uncrewed aircraft look set to be a key part of the Air Force’s force structure for years to come, and will need to be supported throughout their lifecycles. The MMA requirements put heavy emphasis on modularity and open-architecture systems to allow for the rapid integration of new and improved capabilities and functionality down the line.

The Air Force has also previously raised the possibility of selecting multiple vendors to produce designs under the MMA program, or to pursue follow-on rounds of competition to help meet its operations requirements. This is exactly how the service has been running the CCA program, and has already led to the aforementioned production contracts with General Atomics and Anduril. In addition, the Air Force is targeting a base $10 million unit cost for each MMA drone, a price point that would help make losses more tolerable, and could open the door to acquiring a fleet of far more than 500 examples.

It is also important to remember that the Air Force has tried and failed on several occasions to develop and field an MQ-9A replacement. As TWZ has previously explored in great detail, the service’s view of what that drone should be has also evolved over time, with the current MMA program squarely focused on a more affordable option that does not put a heavy premium on survivability. The Air Force has acknowledged potential budget and other hurdles to its new effort. At the same time, heavy continued operational demand for Reapers, coupled with dozens of losses in the course of the war with Iran, as well as other operations in and around the Middle East in recent years, have put major new emphasis on finally finding a successor.

Overall, beyond what is already known about potential MMA offerings, it will be very interesting to see what Otto and the other contenders put forward to finally succeed the iconic Reaper.

Contact the author: joe@twz.com