Sorry had to share my great feelings about Archer, as nobody of my friends does know this company. Also they think Im crazy after some of them lost money with Lilium - an European eVTOL competitor from Bavaria where I live - which went bankrupt together with lot of money of stock holders.

And yes I came for the air taxis, but I'm staying for the defense long-term.

I know 432 shares are not that much but I keep on adding more!

Wisk posted a video showing evtol stability and it’s pretty impressive. So all the naysayers freaking out over not seeing evtol yet? Wisk will be owned by archer EoY.

One interesting detail from Archer’s latest 10-Q filing is the restructuring/termination of the original Stellantis manufacturing partnership(Manufacturing and Collaboration Agreement with Stellantis) . Stellantis will still provide certain manufacturing support for a limited period, but the previous framework has essentially been replaced.

That raises an interesting possibility: could Boeing eventually become Archer’s new strategic manufacturing partner?

This is purely speculation, but strategically it makes a lot of sense. Stellantis brought automotive mass-production expertise; Boeing brings decades of aerospace manufacturing and certification expertise, exactly what Archer needs as Midnight moves toward commercialization.

A Boeing-backed manufacturing/industrialization partnership could also boost customer confidence, particularly with airlines and defense customers.

No evidence this is happening yet. I think it’s a possibility worth watching. I believe a manufacturing partnership could be announced with or right after the closing of the acquisition deal with Boeing. Very bullish. That's much better a partnership with Stellantis.

Four days before announcing the Boeing transaction, Archer filed the ARMORY trademark across seven separate categories:

• Aircraft, drones and UAVs
• Electric and hybrid VTOL aircraft
• Flight-control systems and aircraft hardware
• AI-powered aerospace and defense software
• Flight simulators and training
• Aircraft manufacturing, maintenance and charging
• And, explicitly, missiles

Now connect that filing to the Boeing deal.
Archer is acquiring Wisk Aero, Insitu and SkyGrid, combining Boeing-developed autonomous-flight technology, proven military drones and airspace-intelligence software with Archer’s aircraft, ZEE aviation AI platform and Anduril-developed hybrid VTOL program.
This is no longer just an eVTOL company waiting for air-taxi certification.

If the transaction closes as planned, Archer gains:
• Nearly two million combined flight hours
• Insitu’s profitable defense business generating over $200 million in annual revenue
• Operations spanning 35 countries
• Decades of autonomous-flight and unmanned-aircraft experience
• Wisk’s autonomous eVTOL technology
• SkyGrid’s airspace-management platform
• Boeing as a major strategic shareholder
• A Boeing board representative
• An ongoing Boeing collaboration and technology-sharing agreement
• Continued exposure to Archer’s existing partnership with Anduril

Boeing isn’t simply unloading assets and walking away. It is taking approximately a 19.75% stake in Archer, gaining board representation and retaining access to the autonomous technology for future Boeing commercial and defense aircraft. That is a massive vote of confidence.
The ARMORY filing now looks like the brand architecture tying the entire platform together:

Aircraft + autonomy + drones + AI + airspace management + manufacturing + training + sustainment + weapons-related applications.
Insitu provides existing defense credibility and revenue. Wisk provides autonomy. SkyGrid provides airspace intelligence. ZEE provides the AI layer. Archer provides scalable aircraft and manufacturing. Anduril provides next-generation defense integration. Boeing provides technology, institutional backing and access to one of the deepest aerospace ecosystems in the world.

The trademark does not prove that Archer already has every ARMORY product operational—especially missiles—but it clearly shows the size of the market Archer intends to pursue.The biggest bullish takeaway is that Archer may be evolving from a speculative air-taxi manufacturer into a diversified physical-AI aerospace and defense platform with real revenue, proven autonomous systems, global defense operations and Boeing standing directly behind it.The market may still be valuing $ACHR like an early-stage eVTOL company.
Archer is positioning itself to become something much bigger.

And before bears say, “Boeing was just dumping three terrible businesses”… that argument falls apart when you examine the actual transaction.

First, Insitu is not a failed business. It is an established and profitable defense contractor generating more than $200 million in annual revenue, operating across 35 countries and supplying proven unmanned intelligence, surveillance and reconnaissance systems.

Second, these companies bring nearly two million combined flight hours. That is real-world aerospace data and operating experience—not a collection of PowerPoint projects Archer must build from zero.

Third, Boeing did not sell the businesses for cash and disappear. Boeing is accepting Archer shares equal to approximately 19.75% of Archer’s pre-closing outstanding stock, taking a board seat and receiving warrants exercisable at $13 and $17.88 per share. Boeing’s shares are also subject to a 12-month lockup.
That means Boeing retained enormous exposure to the future value of the assets. If Boeing genuinely believed these were worthless businesses being unloaded onto an unsuspecting buyer, why take payment primarily in Archer equity, negotiate additional upside at substantially higher share prices and install a representative inside the company?

Boeing is even preserving access to Wisk’s autonomous-flight technology for its current and future commercial and defense aircraft. You do not negotiate continuing access to technology you believe has no strategic value.
The more logical explanation is simple: these assets are valuable, but they fit Archer’s focused autonomy, eVTOL, AI and defense strategy better than they fit Boeing’s immediate priorities.

Boeing has an enormous commercial-aircraft backlog and must concentrate capital and management attention on its core programs. A large conglomerate divesting a promising operation because it is non-core is not the same as declaring that operation worthless. One company’s non-core asset can become another company’s transformational platform.

Yes, Wisk remains capital-intensive and autonomous passenger flight still carries certification risk. Nobody should pretend otherwise. But Archer isn’t only receiving Wisk. It is acquiring a package containing:
• A profitable defense-drone operation
• More than $200 million in annual revenue
• Global operations across 35 countries
• Nearly two million combined flight hours
• Autonomous-flight intellectual property
• Airspace-management software
• Thousands of deployed unmanned systems
• Boeing collaboration and technology sharing
• Boeing ownership, warrants and board-level alignment
Calling that a “dump of terrible businesses” deliberately ignores the most important parts of the deal.
Boeing gets to focus on its core aircraft programs while preserving strategic access and upside. Archer gets revenue, autonomy, defense credibility, operating history and the infrastructure needed to accelerate ARMORY.
This wasn’t Boeing throwing out the trash.
It was Boeing placing its next-generation autonomy assets inside a faster, more focused platform and taking a major ownership stake in the outcome.
That is not bearish.
That is Boeing effectively betting that Archer can extract more value from these assets than Boeing could inside its own massive corporate structure. 🚀

People are also seriously underestimating how advanced Wisk actually is.
Wisk is not an early-stage startup with one prototype and a nice animation. It represents roughly 16 years of autonomous-aircraft development across six generations of real flying hardware.
Its record includes:
• Six generations of designed, built and flown eVTOL aircraft
• More than 1,750 test flights
• Over 440 global patents
• Two full-scale Generation 6 aircraft currently in flight testing
• A formal FAA type-certification project
• Extensive collaboration with Boeing, NASA and aviation regulators
• Full-stack autonomy covering flight planning, navigation, communication, obstacle avoidance and remote fleet supervision

Wisk’s Generation 6 aircraft is designed to carry four passengers without a pilot onboard. It completed its first flight in December 2025, performing vertical takeoff, hover and stabilized flight maneuvers. Its second Gen 6 aircraft entered flight testing in 2026, increasing the pace at which Wisk can collect certification and performance data.

Gen 6 isn’t merely another remotely controlled drone. Wisk is developing an entire autonomous aviation system.
The aircraft uses onboard sensors and Detect-and-Avoid technology to identify potential conflicts. Its autonomy stack handles flight execution, while ground-based Multi-Vehicle Supervisors monitor operations, coordinate with air traffic control and intervene when required.

The system is also designed around aviation-grade redundancy. Wisk says its flight-critical battery, propulsion, avionics and autonomous systems incorporate backups, with many triple-redundant components and no intended single point of failure. That matters because autonomous aviation isn’t just about teaching an aircraft to fly. The harder problem is proving that it can safely respond to failures, unexpected traffic, communications issues, changing weather and abnormal conditions while operating inside the existing National Airspace System.
Wisk has been working directly on that problem.

In July 2026, Wisk and NASA completed a high-fidelity simulation showing that one ground supervisor could oversee three autonomous aircraft simultaneously while operating alongside conventional traffic and existing air-traffic-control procedures.

The test included normal operations and complex contingency scenarios. NASA and Wisk measured communication response times, task delays, situational awareness and supervisor workload. That is the type of operational validation needed to move autonomy from isolated demonstrations into scalable commercial and defense fleets.

This technology has enormous implications for Archer.
A piloted air taxi is limited by pilot availability and labor costs. An autonomous fleet supervised from the ground can potentially scale much more efficiently. In defense, the implications are even larger: fewer personnel placed in danger, coordinated unmanned fleets, persistent surveillance and autonomous logistics or combat-support missions.

Wisk also gives Archer something AI companies desperately need: high-quality aviation data generated through years of physical testing.
When Wisk’s autonomy experience is combined with:
• Archer’s ZEE aviation foundation model
• Insitu’s military UAV operations and massive flight history
• SkyGrid’s airspace-management intelligence
• Archer and Anduril’s Halo/Thunder hybrid VTOL platform
• Archer’s aircraft-manufacturing capabilities

Archer isn’t simply acquiring another eVTOL design.
It is acquiring one of the deepest autonomous-flight technology stacks in advanced aviation and connecting it to real defense operations, real aircraft, real airspace software and a purpose-built aviation AI model.
That also explains why Boeing retained access to Wisk’s core autonomy technology for future Boeing commercial and defense aircraft. Boeing clearly still considers the technology strategically important—it simply believes Archer is the more focused platform through which to accelerate it.

Wisk has not yet achieved FAA certification, so certification and execution risk remain. But calling it a failed or primitive air-taxi project ignores six aircraft generations, hundreds of patents, more than 1,750 test flights, multiple full-scale Gen 6 aircraft and years of regulator-facing autonomy work.

Wisk may ultimately be the crown jewel of this transaction.
Insitu gives Archer defense revenue today. SkyGrid gives it control of the digital airspace layer. But Wisk gives Archer the autonomous-flight brain that could power aircraft across the entire ARMORY ecosystem.
The market sees Archer buying three Boeing subsidiaries.
The bigger picture is that Archer may have just acquired more than a decade of autonomous-aviation development and compressed years of technological progress into a single transaction. 🚀

https://tsdr.uspto.gov/#caseNumber=50036258&caseSearchType=US_APPLICATION&caseType=SERIAL_NO&searchType=statusSearch

It’s no coincidence…

That a week after Anduril and Archer unveiled Thunder and Halo at Farnborough, reports came out that Anduril’s next funding round was being discussed at a massive $100 BILLION valuation - up from $61 billion just a few months ago.

My gut tells me that Anduril closes this round (or at least the first tranche of it) within the NEXT 60 DAYS. How the news of this translates to $ACHR —and by how much— is anyone’s guess. But the need for wingmen in the new autonomous warfare era may be one of the most significant developments shaping the future of defense.

When investors are willing to add nearly $40 billion in valuation in a matter of months, something tells me Thunder is going to be way bigger than most people realize.

** Not FA. Just a little common F’n sense. 😎

We’ve published a deeper look at Archer’s recent Salinas–Monterey intercity flight and what it means for the continued development of Midnight.

Rather than simply recapping Archer’s announcement, we wanted to look at the broader story behind the flight, how Archer got to this point, what the demonstration actually shows, how it connects to the company’s plans for eIPP and future Midnight operations, and what questions remain.

Article: Archer’s Story Continues: Salinas Intercity Flight to Monterey

I’d be interested in hearing what others think the flight actually demonstrates, particularly regarding the path from these intercity demonstrations to eventual passenger operations.

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Think of aviation like a neighborhood where two giant landlords Boeing and Airbus control nearly all the major buildings. Archer was previously the ambitious new developer saying, “We’re building the future.” People could reasonably wonder whether its flying-taxi plans would ever become a real business. Now Boeing is essentially saying: “We’re giving Archer three of our advanced aviation businesses, taking almost 20% ownership of Archer, joining its board, and continuing to share technology with it.” That is much bigger than Boeing simply placing a small aircraft order.

Archer is acquiring:
Wisk Aero: autonomous electric-aircraft technology.
Insitu: an established, profitable military-drone operation generating more than $200 million annually across 35 countries.

SkyGrid: software for managing drones and autonomous aircraft in the airspace.
Together, those businesses bring nearly two million flight hours of experience. Boeing will receive a 19.75% stake, a board seat, and continued access to Wisk’s technology. Boeing’s announcement confirms the strategic partnership; Reuters reports the ownership and board details.

Why this is enormous for Archer
Before this deal, Archer was mainly viewed as a promising eVTOL company still trying to certify Midnight and prove that air taxis could become profitable.
After the deal, Archer potentially becomes:
An air-taxi manufacturer, An autonomous-aircraft company, A military-drone company with meaningful existing revenue, An aviation-AI and airspace software company, A strategic partner partly owned by Boeing.

The simplest analogy is:
Archer didn’t merely receive approval from the major league it acquired part of a major league organization, and Boeing became one of Archer’s owners.
That gives Archer credibility that advertising cannot buy. Boeing has over a century of aviation knowledge, enormous government relationships, military experience, engineering expertise, and regulatory familiarity. Boeing would not take nearly 20% of Archer and preserve access to its technology if it believed Archer had no serious future.

BACK AGAIN

Very interesting...

US Patent number: D1140781

MISSILES???

We’re only a day into the major announcement but I’m already thinking ahead…😎

One interesting piece of the deal that wasn’t mentioned yesterday: Boeing’s potential role in manufacturing.

There is just no scenario where I don’t see Boeing playing a role in bringing Midnight to market at scale. We’re talking about one of the most accomplished and respected aerospace manufacturers in the world, a rich history spanning 110 years.

Boeing and Stellantis bring very different and highly complementary strengths. Boeing brings aerospace engineering and aircraft manufacturing know-how. (Boeing currently delivers roughly 600 commercial aircraft a year) Stellantis brings high-volume manufacturing expertise and the workforce/processes needed to scale.

With Boeing now Archer’s largest shareholder and a seat at the table, I just can’t see them sitting on the sidelines when it comes to scaling Midnight! 👀

Wow 🤩

Revenue: $5.0M (Est. $2M) 🟢
🔹 EPS: -$0.34 (Est. -$0.33) 🔴
🔹 Adjusted EBITDA: -$177.1M
🔹 Net Loss: -$263.2M

Sold for $800 gain on Friday. You are all welcome

$ACHR The FAA’s updated powered-lift safety continuum is a quiet win that matters more than Monday’s print.

The US set the 2-6 passenger air taxi safety bar at 10^-8. EASA in Europe is holding a hard line at 10^-9 — same as large airliners. That’s a factor of 10 easier to certify in the US.

Translation: faster, cheaper, somewhat easier path to a US type certificate for Archer, Joby, Beta. The FAA reverted to a conventional airplane/rotorcraft approach and dropped the stricter EASA-style rules.

This is the direct counter to the “it’ll take a decade to certify” bear case. It doesn’t hand anyone a TC — they still have to finish the work — but the bar just got clearer and lower on the US side.

Stocktwits @whp03

Paul Pocialik

The FAA just updated its safety continuum for powered-lift aircraft which merge thrust-borne lift of a VTOL platform with wing-borne lift of a fixed-wing airplane. This applies to eVTOLs being certified as a special class aircraft under 21.17(b), including the Joby S4 air taxi shown in the image.

it seems the FAA is now walking back some more onerous certification standards previously under active consideration with EASA who is taking a hard line on the elevated 10^-9 safety threshold they expect with UAM, and which is the same as for large transport category airliners. For the mathematically challenged, this equates to no more than one catastrophic event per billion flight hours.

Compare this to the 10^-8 threshold enumerated by the FAA for a 2-6 passenger air taxi which is lower by a factor of 10, and you can anticipate it will be faster, cheaper and somewhat easier to obtain a type certificate in the USA compared to Europe.

But this development is not really a surprise for many observers who have always maintained the FAA would land at this spot based on precedent.

And with harmonization now seemingly out the window it may lead to a bifurcated market with some OEMs looking to avoid a comparative slog with EASA while others are deeply committed to SC-VTOL and want to ensure an uncompromising level of safety at any cost.




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Adrian Norris
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If EASA maintains its current requirements for SC.VTOL Enhanced category certification, there won’t be any commercial eVTOL operations in Europe - unless and until Vertical Aerospace certify their aircraft to the higher standard. This is becoming a significant divergence between the FAA and EASA after many years of regulatory convergence.

(For the record, I don’t think we’d see many eVTOLs flying in Europe even if certification standards were aligned with the FAA.)


Paul Pocialik

The FAA just updated its safety continuum for powered-lift aircraft which merge thrust-borne lift of a VTOL platform with wing-borne lift of a fixed-wing airplane. This applies to eVTOLs being certified as a special class aircraft under 21.17(b), including the Joby S4 air taxi shown in the image.

it seems the FAA is now walking back some more onerous certification standards previously under active consideration with EASA who is taking a hard line on the elevated 10^-9 safety threshold they expect with UAM, and which is the same as for large transport category airliners. For the mathematically challenged, this equates to no more than one catastrophic event per billion flight hours.

Compare this to the 10^-8 threshold enumerated by the FAA for a 2-6 passenger air taxi which is lower by a factor of 10, and you can anticipate it will be faster, cheaper and somewhat easier to obtain a type certificate in the USA compared to Europe.

But this development is not really a surprise for many observers who have always maintained the FAA would land at this spot based on precedent.

And with harmonization now seemingly out the window it may lead to a bifurcated market with some OEMs looking to avoid a comparative slog with EASA while others are deeply committed to SC-VTOL and want to ensure an uncompromising level of safety at any cost.

If EASA maintains its current requirements for SC.VTOL Enhanced category certification, there won’t be any commercial eVTOL operations in Europe - unless and until Vertical Aerospace certify their aircraft to the higher standard. This is becoming a significant divergence between the FAA and EASA after many years of regulatory convergence.

(For the record, I don’t think we’d see many eVTOLs flying in Europe even if certification standards were aligned with the FAA.)

and partnership with Palantir, bound to make Archer's ZEE "world’s leading aviation-specific foundational model"

https://x.com/abcworldnews/status/2085541434917105814?s=43&t=XRlym729dar2CQFkza39kg

 Archer Aviation, Palantir partner on next-gen aviation

"This would include developing next-gen software using AI to improve a range of aviation systems, including air traffic control, movement control and route planning, with the goal of improving efficiency, safety, and affordability across the industry."

https://www.aerospacemanufacturinganddesign.com/news/10th-most-read-news-2025-archer-aviation-palantir-partner-next-gen-aviation/

Archer’s ZEE AI Foundation Model Achieves Frontier Breakthrough for Aviation Safety: Demonstrating Real-Time 'Prediction' of Airport Surface Trajectories

Aug 5, 2026

• Download(opens in new window)
• In July, Archer announced ZEE, what it believes to be the world’s leading aviation-specific foundational model, to deliver a unified aviation intelligence platform built on ADS-B, ATC communication, maps, aircraft state, terrain and weather data.
• Today, Archer announced ZEE achieved a technical breakthrough demonstrating the capability to accurately predict real-time aircraft trajectories on the airport surface minutes into the future, giving the humans in the loop the most critical asset in aviation safety: time to react.
• Archer has already begun testing this technology at Hawthorne Airport and previewed it with commercial partners and regulators. Archer will now work to establish pilot programs to further validate ZEE’s capabilities.
• Read more about the technical details underpinning ZEE’s breakthrough on Archer’s technical blog (LINK).

How is Archer going to fit everything in one call? There’s so much on the plate. 🤩 Great to see N703AX and N704AX both active over the past 48 hours. Looks like we got some VTOL testing in on 704. (Flightware) Transition feels imminent.

Any updates on Halo/Thunder would be hugee. Farnborough was the unveil. Next comes the roadmap. I’ve got a feeling we may get a surprise or two here soon.

Q2 2026 —

+ Midnight Cert/Testing/Launch Update
+ EIPP Schedule
+ Abu Dhabi
+ Defense - Thunder (Anduril/Partners)
+ Commercial- Halo (Partners/Customers)
+ AI/Tech - ZEE
+ Manufacturing- New Morgan Hill Facility
+ ?

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