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With three market-leading businesses, world-class operations and investments in research and development, we ofer capabilities no one else can. Together, our global team pushes the boundaries of known science—and fnds new ways to connect and protect our world.
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DAY 2
PARIS AIRSHOW NEWS
JUNE 17, 2025
AIRBUS STARTS ORDER FRENZY
By Kerry Lynch
Airbus opened the Paris Air Show with a slew of orders and options that total nearly 240 aircraft, including its first-ever order from LOT Polish Airlines. In all, Airbus either held signing ceremonies with or announced orders from four carriers, with the earliest deliveries beginning in 2027. Values were not disclosed.
The milestone of Airbus’ deal with LOT—one of the world’s oldest airlines at nearly 100 years—was announced on Monday afternoon, with Airbus and LOT executives accompanied by ministers and ambassadors from Poland, France, and Canada.
LOT placed a firm order for 20 A220-100s and 20 A220300s, a deal that could grow to 84 aircraft as the carrier refreshes its current fleet of regional jets. Plans call to
eventually phase out all of its Embraer E-Jets, including a trio of E2s, but longer term with the latter for commonality purposes, said LOT CEO Michal Fijol.
“It was over a year ago when we started to work on this project…finding the right partner for the new generation of regional fleets,” Fijol said. “The two companies, Airbus and LOT, frankly speaking, at the very beginning did not know too much about each other.”
He added that the process was not easy, and LOT received two very competitive offers. But he said the economics of the deal and the aircraft, along with the space, modern cabin, and sustainability gains, helped tilt the deal.
Deliveries are expected to begin in 2027 and continue over the next few years. Once its Polish hub is ready in 2032, plans
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DEFENSE
F-35 tech update
Version 3 software brings slew of new capabilities to joint fighter jet | 4
AT THE SHOW
Israelis feel slighted Row over ‘offensive weapons’ leaves some exhibit spaces covered in black fabric walls | 2
DRONES
Parrot launches micro UAV family
Anafi UKR fill many civil and military roles | 8
AVIONICS
Garmin G5000 Prime lands launch platform Deutsche Aircraft chooses third-gen avionics system for D328eco | 18
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Israeli exhibitors’ displays obstructed
By Sarah Rose
Israeli aerospace companies are claiming discrimination by the French government and Paris Air Show organizer SIAE after their floor exhibits were partially blocked from public view yesterday morning.
A representative from Elbit Systems, one of the companies whose display was obstructed, spoke to AIN on the condition of anonymity and claimed that the move came as a surprise. The representative said they were initially contacted around 6 p.m. on Sunday by show organizers.
“It came from the head of the Paris Air Show. It said that following the instruction of the French government, we were supposed to take some items off [display]. They added an annex
of which items we were supposed to take off, and unless we did so, they would mask them somehow, block them somehow, cover them. We didn’t know what shape it was going to take.”
The shape it took was a constructed wall covered with black fabric, blocking the forward-facing displays on the floor of the exhibit hall. “We didn’t comply at the time. When we came in this morning we were taken aback,” they said.
Agence France-Presse is reporting that the French government gave the order due to the
Gulfstream G700 sprints to Paris salon
The Gulfstream G700 on display this week at the Paris Air Show set two city-pair speed records en route to Le Bourget Airport. Additionally, the legs were flown using a 30% sustainable aviation fuel blend, adding Sustainable Wings accreditation to the speed records from the National Aeronautic Association (NAA).
On Friday, the ultra-longrange business jet flew from Teterboro Airport in New Jersey to San Francisco International Airport, traveling 2,272 nm (4,208 kilometers) in 4 hours 57 minutes at an average
speed of Mach 0.91. It then flew the 4,947nm (9,162 kilometers) route from San Francisco to Paris Le Bourget in 9 hours 26 minutes at the same average speed.
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Gulfstream flight ops director Scott Evans
Scott Evans, the aircraft manufacturer’s director of demonstration and corporate flight operations, told AIN that the twinjet wasn’t nearly pushing its 7,500-nm range limit on the leg from California to France. “We could have easily made it to Dubai from San Francisco,” he said. “The G700 makes the world a smaller place.” C.T.
display of “offensive weapons.”
“This outrageous and unprecedented decision reeks of policy-driven and commercial considerations,” the Israeli defense ministry said in a statement.
“Our question is, why are we being discriminated against when other countries are not being made to choose what to show, what not to show, or else?” Elbit’s representative added.
Israel Aerospace Industries (IAI), another company whose display was blocked, released a statement on behalf of its CEO, Boaz Levy.
“Following decades of participation in the Paris Air Show and discussions with the French authorities, we received all of the authorizations to participate in the airshow and have done everything they requested from us,” Levy said. “Last night, after our booth was set up and ready for the show, we were asked to remove some of our systems from the booth.
“We tried to negotiate with them, but it seems these orders came from the highest levels in Paris, and this morning, when we arrived at our booth, we were shocked to find out that we were blocked by black walls built overnight.”
French armed guards were seen posted outside of the Israeli defense ministry booth yesterday afternoon. The ministry declined to comment to AIN.
French President Emanuel Macron has been critical of Israel’s role in its conflict with Gaza. At press time, SIAE officials did not respond to AIN’s inquiry for comment. z
Several Israeli exhibitors found their booth displays hidden by black fabric walls yesterday morning.
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F-35’s Tech Refresh 3 nears combat approval
By David Donald
Lockheed Martin has completed work on the major Technology Refresh (TR) 3 upgrade for the F-35 multirole fighter. The reliability of one unspecified combat capability remains to be validated before the TR3 upgrade is declared combat-capable.
TR3 is the most aggressive update to be applied to the F-35 so far, bringing 75 new programs into a package that covers both hardware and software. At the heart of the upgrade is an advanced core processor that provides 25 times more computing power compared with the previous TR2 standard.
Improvements introduced by TR3 cover various sensor upgrades and the ability to employ more types of weapons. Artificial intelligence figures prominently in the software. An open systems architecture permits the TR3 system to be rapidly upgraded to meet evolving threats and, crucially, prepares the aircraft to accept the range of weapons and capabilities planned for the upcoming Block 4 upgrade.
It also supports far greater interoperability, in turn allowing the F-35 to operate as a data node in multi-domain operations. This has been tested in recent months using a
multi-domain gateway system that was developed by Lockheed Martin’s Skunk Works. In one test, a Dutch F-35 used the gateway to download classified data into a command and control system, which passed firing-quality data to a ground-based rocket artillery system.
All F-35s built since last July have been fitted with the TR3 hardware and basic software, and will only require an additional field-loadable
software change. The 200th TR3 aircraft was delivered earlier this month.
Lockheed Martin is also providing TR3 upgrade kits for earlier TR2-standard aircraft, with the aim of conducting these upgrades at user bases with contract field teams.
To date, the F-35 enterprise has delivered 1,185 aircraft and expects to complete between 170 and 190 aircraft this year. The in-service fleet has surpassed one million flight hours, and global customer nations now number 20.
Thirteen European nations either have F-35s in service or have ordered them. Combined with U.S. Air Force aircraft stationed in the UK, U.S. European Command expects to have more than 700 F-35s operating in its region by 2035.
The industrial effort continues to grow in Europe, with Germany’s Rheinmetall now receiving parts to begin the production of central fuselage assemblies. Finland is shortly to deliver forward fuselage sections, and Belgium is delivering horizontal tailplanes. The Cameri plant in Italy has begun servicing U.S. Air Force aircraft.
Poland is the latest European nation to receive the type, and now has four aircraft operating at Ebbing Air Force Base in Arkansas, from where the first two pilots have already graduated. Ebbing is being built up as the primary training base for foreign military sales customers, typically utilizing a customer’s initial production aircraft for instructor training before moving the main training effort to its own bases. z
PW1000G upgrade doubles time on wing
Pratt & Whitney has rolled out a Hot Section Plus (HS+) upgrade option for the PW1000GJM aboard the Airbus A320neo family, o ering the potential to nearly double the engine’s time on wing. HS+ incorporates technology derived from the GTF Advantage engine, offering 90% to 95% of its durability benefits.
“HS+ brings the durability improvements of the GTF Advantage hot section to today’s GTF engine,” said Nick Tomassetti, v-p of sales and marketing at Pratt & Whitney.
The upgrade involves only 35 part numbers and can be installed during maintenance visits
beginning in 2026. GTF engines with HS+ will be interchangeable with both GTF and GTF Advantage models, which Pratt & Whitney noted would simplify operations of a combined fleet.
Certified on the Airbus A320neo series in February, and with first production deliveries anticipated later this year, the GTF Advantage brings an advanced airfoil design with improved coatings in the high-pressure turbine (HPT). The HPT and combustor also have optimized cooling hole size, shape, and location with improved hole drilling techniques to reduce oxidation. K.L.
Lockheed F-35
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Bombardier Global 8000
The world’s fastest business jet
Parrot launches flock of AI-based micro UAVs
By Charles Alcock
French drone technology specialist Parrot revealed its Anafi UKR family of compact UAVs for intelligence, surveillance, and recognition roles yesterday at the Paris Air Show. The platform was initially developed for Ukrainian forces and is now being offered for wider defense and public safety missions. It is also highlighting a platform-agnostic autopilot.
The Anafi UKR, which encompasses a spoof-proof multiband frequency hopping radio, as well as real-time optical navigation to operate in GNSS-denied airspace, is priced at $19,000. Priced at $15,000, its Anafi UKR GOV unit for civil applications does not have a radio but uses 5G and Wi-Fi connection instead.
At the airshow, Parrot is demonstrating the 959-gram Anafi UKR micro UAV to convey how
they can fly pre-programmed missions individually or in clusters and be ready to deploy in two minutes. The company anticipates interest from law enforcement agencies, first responders, and emergency relief operators.
Also this week in Paris, the company is launching its Chuck 3.0 autopilot, which can be integrated with multiple drone architectures, including quadcopters, VTOLs, airplanes, and helicopters. The compact unit uses artificial intelligence (AI) to support autonomous flight and meets sovereignty requirements with no Chinese components.
According to Parrot chief revenue officer Chris Roberts, the Chuck 3.0 module provides other drone developers with an accelerated path to market by avoiding the need to develop their own autopilots. “The combination of sensors, optics, and AI algorithms makes it a lot easier to fly and also to process data gathered,” he told AIN z
Bombardier Global speeds to Paris
Bombardier added a speed record to the Global 7500’s rapidly growing stash while traveling from Montréal to Paris for the airshow this week. The ultra-longrange business jet departed from Pierre Elliott Trudeau International and landed at Paris Le Bourget Airport 5 hours 30 minutes later after reaching a top speed of more than 1,000 kph.
The record is among the more than 100 that Bombardier’s flagship has set, many of which have come in the past couple of years. A few weeks ago, the aircraft reclaimed its speed record from Paris to Montréal, completing the mission in less than six hours. It also has set a record for the longest mission flown by a purpose-built business jet with an 8,225nm journey from Sydney to Detroit.
“Bombardier takes great pride in completing meaningful speed records, like this latest one, during regular day-to-day operations with passengers, baggage, and cargo, setting it apart from peers,” said company president and CEO Éric Martel. These come as Bombardier prepares to enter service with the even speedier Global 8000, which can fly at Mach 0.94 and travel 8,000 nm versus the 7500’s top speed of Mach 0.925 and 7,700-nm range.
This week at the Paris Air Show, Bombardier’s presence is anchored by its defense business, a growing area for the company that is poised to reach up to $1.5 billion in annual revenues by the end of the decade.
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Anafi UKR compact drones can be used for ISR and various defense and public safety missions.
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Bombardier Global 7500
U.S. states seeking foreign aerospace investment
Joby Aviation will manufacture its eVTOL aircraft in Dayton, Ohio.
By Charles Alcock
Almost two dozen American states have crossed the Atlantic to the Paris Air Show, seeking to attract foreign investment. They do so against a backdrop of insecurity among global aerospace and defense companies, some of whom feel long-established partnerships with their U.S. counterparts have been compromised by the Trump administration’s aggressive imposition of tariffs.
While the tariffs are supposedly intended to induce foreign companies to establish job-creating U.S. facilities, uncertainty over how they are being applied has left prospective investors confused. Industry players like Airbus and GKN Aerospace, which already employ thousands of Americans, have found that they are nonetheless subject to tariffs on aircraft and systems produced elsewhere.
State officials who spoke with AIN ahead of the show were generally eager to deflect the tariffs issue as a federal matter beyond their direct control.
Following Wright Brothers’ Footsteps
Ohio’s aviation heritage is grounded in the fabled history of the Wright Brothers, and Dayton, where they started their journey, is now home to leading institutions, including the Air Force Research Laboratory and the National Air and Space Intelligence Center. According to JP Nauseef, president and CEO of JobsOhio, the state views itself as an intersection offering all the elements needed for success.
“It’s where you can envision it [innovation],
conduct research, and then manufacture and support new products,” he said. “We want to make sure that the complete ecosystem is here.”
Ohio has achieved breakthroughs in attracting new technology pioneers such as Joby, which is establishing a manufacturing facility in Dayton to build its eVTOL aircraft. Springfield is now home to the new National Advanced Air Mobility Center of Excellence, which is serving as an incubation facility for multiple new innovations in electric and autonomous aviation.
To bolster its value proposition in supporting the aerospace and defense supply chain, the state can help to develop training programs tailored to the needs of specific companies. “We provide a full concierge service to remove any drama and friction for companies wanting to move here,” Nauseef said.
In Georgia, home to major OEMs like Lockheed Martin and Gulfstream Aerospace, aviation exports total more than $12.6 billion annually. According to Elizabeth McLean, assistant director for statewide projects, the state is now looking to attract companies that can “build out the supply chain” with activities that complement existing companies.
Her team is intently focused on emerging technologies, such as electric aviation, as evidenced by Archer Aviation’s decision to build a new factory for its eVTOL vehicles in Covington.
Skills Bolster Supply Chains
“Georgia has a very diverse ecosystem and a robust network of suppliers,” McLean explained. She said the state is committed
to delivering the advanced skills companies need to grow, not only through centers of excellence like Georgia Tech, but also through technical colleges, where its Quick Start team has helped companies like Pratt & Whitney source the employees they need for new production centers. The state also has a large crop of military veterans whose skills can be readily applied in the aerospace and defense sectors.
Further west, in Oklahoma, aerospace and defense contribute almost $44 billion to the state’s economy, with a workforce of more than 120,000 at companies including Pratt & Whitney and Lufthansa Technik. Leshia Pearson, who directs the Department of Commerce’s engagement with these sectors, wants more.
Among the growth areas is uncrewed air systems technology, with Oklahoma State University and the Oklahoma Aerospace Institute for Research and Innovation established as centers of expertise. In 2023, the Choctaw Nation partnered with the National Air Transportation Association to establish one of the first 10 pilot programs for testing new aircraft at a 40,000-acre site with beyond-visual-lineof-sight capability.
“We are seeing lots of interest in foreign investment [in the UAS sector] as companies see the U.S. market as being one of the most successful and competitive, but also local companies are expanding,” Pearson said.
Oklahoma has worked hard to bolster the aerospace and defense industries’ struggling supply chains and is about to roll out a strategic sourcing feature for its Connects supply chain platform. This helps companies source products, components, and parts. z
Eurofighter Typhoons from Spain (foreground), Germany, and Italy in formation during an exercise. All three nations have new Typhoons on order.
European defense budget rises may boost air power
By David Donald
In late May, NATO Secretary General Mark Rutte reaffirmed a desire to set a defense expenditure rate of 5% of gross national product (GDP) for NATO’s 32 allies. It will be one of the chief topics of conversation at this year’s NATO Summit to be held in The Hague later this month, where Rutte is hopeful of ratification from the NATO members.
The ramifications of this major strategic shift will also be high on the agenda at the Paris Air Show. Europe’s aerospace and defense industry leaders are having to rapidly recalibrate their planning and assess how the new U.S. administration’s abrupt reset on defense spending and defense partnerships could reshape the continent’s approach to air power procurement.
Rutte is asking for a target of 3.5% GDP to be for “hard” military spending, and a further 1.5% to be security-related expenditure. The latter might embrace sectors such as communications, cybersecurity, and AI/computing technology. Both requests have a target date of 2032 at the latest. If approved, the
combined spend would meet the 5% requirements outlined by President Trump.
Peace Dividend and Ukraine
Following the end of the Cold War, defense budgets fell away significantly as nations reaped the “peace dividend.” The overall European defense spend rose slowly throughout the 2000s, primarily as new NATO allies in eastern Europe sought to meet NATO compatibility requirements for their forces following decades of Soviet doctrine and equipment. However, in the early 2010s, overall expenditure began decreasing again, reaching its lowest point in 2014.
For many years NATO has had a defense expenditure target of 2% of GDP. In 2014 only three NATO allies—Greece, the UK, and the U.S.—exceeded that figure, with many hovering around the 1% figure. All that changed during February and March that year, when Russia invaded and subsequently annexed the Crimean peninsula. The event would mark a sea-change in Europe’s defense position, and one which laid the foundation for the acceleration of defense spending being witnessed today.
Russia’s second invasion of Ukraine in February 2022 certainly underlined the lessons to be learned from the 2014 invasion, and left no-one in any doubt as to whether Europe should increase its own defense commitments. It was also to provide the spur for two strategically important northern nations— Finland and Sweden, both partner nations— to become full NATO members. Recent messaging from the Trump administration further underscores the need for Europe to stand on its own feet more, and that it can no longer completely rely on the U.S. to meet its additional defense needs.
Defense Resurgence
By 2020 the number of NATO nations hitting the 2% target had risen to nine, although it slumped slightly over the next two years as governments tackled the Covid crisis, but rose again in 2023 to 10. By the end of last year no fewer than 23 of the 32 countries had reached 2%, with several significantly exceeding the goal. The U.S. itself spent 3.4% of GDP on defense. Despite having a common goal in GDPrelative expenditure, there is a considerable disparity across the alliance, with a loose correlation between defense budget and distance from the “front line.” In south and southwest Europe, nations such as Italy, Spain and Portugal still lag some way behind the 2% target, as do Canada and Belgium. However, Greece and Turkey are above the line, a result of continued tension between the two, as well as being on the “front-line” on the Black Sea.
With most of northwestern and central Europe hovering around the 2% mark, the nations closer to Russia have already considerably increased their defense spending, notably Poland and the Baltic states. The latter are relatively small and rely on other NATO nations to provide air defense, but nevertheless devoted between 2.8 and 3.45% of their GDP to defense in 2024, with Estonia exceeding the GDP-related spend of the U.S. New NATO member Finland, is also considerably above the 2% line, which is not surprising given its long land border with Russia.
While GDP percentage is a good reflection of overall defense commitment, there is another related yardstick that reflects on defense force capability. Major equipment
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expenditure across the alliance is up around 40% compared with 2014 (measured in 2015 prices), and expenditure on equipment as a percentage of overall defense spending provides a measure of a nation’s defense ambitions in terms of focus on the front line—the size of its forces and their modernity and capability.
Poland: Europe’s Big Spender
In this instance Poland is the leader within NATO, spending around 51% of its budget on equipment, compared with the U.S. that spends around 30%. The nation was also by a considerable margin the biggest spender in Europe in GDP terms in 2024, devoting 4.12% of its GDP to defense. That figure is projected to rise to 4.5% or beyond this year.
It is not surprising that Poland’s government can spend such a large proportion of its budget on defense in the face of other burdens without much political opposition. The population is overwhelmingly supportive
AZ-1, the first F-35A for Poland, is maneuvered around the Fort Worth final assembly facility.
of the drive for more robust defenses, due to the nation’s “front-line” status. With the Russian Kaliningrad enclave to the north, and long land borders with Russian ally Belarus and Ukraine in the east, the Polish population understandably feels vulnerable to any further escalation of war in Europe.
Funding for Poland’s arms expansion comes not only from direct government budgets (3% of GDP) through the defense ministry, but also from bonds issued by the state-owned national bank, which simplifies investment from overseas. This allows for rapid procurement programs, such as those made necessary to replenish military assets following large-scale donations of military hardware to Ukraine.
In terms of airpower, Poland has been replacing its Soviet-era types for some time, and last month the last of the surviving Sukhoi Su-22 fighters were retired. The air force is now centered around the Lockheed Martin F-16C/D Block 52, of which 48 were acquired. A batch of
Belgium is one of 12 European nations to have ordered the F-35. The first aircraft were delivered last year, but were retained at Luke AFB in Arizona for initial training.
48 Korea Aerospace Industries FA-50s is being bought to provide additional combat capability, while the air force is looking forward to receiving its first of 32 Lockheed Martin F-35As on order, initial examples of which are now issuing from final assembly.
Europe and the F-35
The F-35 is perhaps the biggest beneficiary of Europe’s increased defense expenditure, at least in aircraft equipment terms. Although events in Ukraine have no doubt influenced decision-makers, it should be noted that the F-35 became available at around the time that many European air arms needed to replace ageing equipment anyway, with types such as the Panavia Tornado, Boeing F/A-18 Hornet, and F-16 all reaching or nearing the ends of their careers.
F-35s are already in service, or handed over to, NATO members Belgium, Denmark, Italy, the Netherlands, Norway, the U.S., and the UK. The type has been ordered by the Czech Republic (24), Finland (64), Germany (35), Greece (20, plus a possible 20), and Romania (32+16). NATO Partnership for Peace nation Switzerland has 36 on order, and Canada has ordered 88 to replace its CF-18 Hornets.
Germany represents an interesting case in the resurgence in European defense spending and a radical restructuring of its defense posture. This was brought on primarily by Russia’s 2022 invasion of Ukraine. In June 2022, a special fund was created to rapidly modernize the Bundeswehr and to offset donations of equipment to Ukraine, including air defense missile systems and Leopard tanks.
In 2024, Germany signed 97 defense acquisitions, part of a rise in GDP spending to the 2% target, the nation having spent just 1.38% GDP in 2022. There is consensus that it is still not enough, and a rise to 3.5% is likely.
In addition to big military purchases from the U.S. such as the F-35—which will maintain the nuclear capability, being armed with U.S.-owned B61 weapons—and CH-47F Chinook helicopters, Germany’s own industry is benefitting, with sizeable orders being placed for more Eurofighter Typhoons to replace the ageing Tranche 1 version and the elements of the Tornado fleet not being replaced by the F-35. z
Cessna snags first sale in Africa for SkyCourier
By Kerry Lynch
Textron Aviation received a purchase agreement from Algeria-based Tassili Travail Aérien (TTA) for two Cessna SkyCourier turboprop twins, marking the first sale for the type in Africa and the first aeromedical-equipped variant. Deliveries are anticipated next year, with the aircraft to be based in Algiers and Hassi Messaoud.
A subsidiary of the national state-owned oil and gas company Sonatrach, TTA provides passenger transportation, aeromedical, and other special-mission services across Algeria.
“The Cessna SkyCourier is a versatile aircraft capable of supporting challenging missions, high payloads, and short, rough runways worldwide,” said Bob Gibbs, v-p of special mission sales for Textron Aviation. “TTA’s mission package includes the advanced Lifeport Plus powered medevac system, allowing TTA to quickly switch from passenger or cargo to medevac missions.”
Available in freighter, passenger, and combi configurations, the high-wing SkyCourier has a 6,000-pound payload capability and a large cabin door with cabin space to hold three LD3 containers. In a 19-passenger configuration, the aircraft is equipped with large cabin windows
and separate crew and passenger doors.
In addition to the order announcement, Textron Aviation unveiled its newest multi-mission Beechcraft King Air demonstration aircraft at the Paris Air Show. On display at Textron Aviation’s Pavilion A2, the aircraft is fitted with extended range fuel tanks, a factory-installed extended utility nose capable of housing up to a 20-inch EO/IR sensor, factory-installed wing hardpoint provisions, and a cargo door that can support air ambulance and freight operations.
Compatible with night vision imaging systems, the aircraft’s features include a mission rack with displays and a mission computer, VIP seating, AvFab and LifePort mission seats, and a LifePort medevac stretcher.
Gibbs said the King Air is an ideal platform for intelligence, surveillance, and reconnaissance, as well as utility transport and training, among other applications. “Over the last few years, we have seen solid European demand for our cargo door King Air 360C for essential air ambulance services,” he added.
More than 7,800 King Airs have been delivered since 1964, including to all branches of the U.S military and in both civil and special missions roles. z
NEWS CLIPS
AI–powered aerospace manufacturer company C-981 has announced a partnership with Hutchison to develop new technology for supply-chain operations and aviation manufacturing. “By leveraging AI to streamline complex production workflows, we are setting a new industry standard for rate of production, speed, quality, and cost-efficiency,” said C-981 CEO Florent Francois.
Radia selected Astronautics to develop an avionics system for the WindRunner cargo aircraft, which the Colorado start-up said will become the world’s largest cargo aircraft. The WindRunner will be capable of carrying large wind turbines directly to wind farms and other locations with limited infrastructure. Plans call for the aircraft to enter service later this decade.
JetZero has selected Greensboro, North Carolina, as the site of its manufacturing and final assembly facility for its blended-wing-body Z4 airliner. The factory, located at Piedmont Triad International Airport, will support JetZero’s mission to make an airplane with 50% lower fuel burn and carbon emissions versus existing airliners. The project is expected to generate more than 14,500 jobs and help position the region as a U.S. aerospace hub. At full capacity by the late 2030s, the factory will produce up to 20 aircraft per month.
Pursuit Aerospace has acquired Larson Forgings, a longtime provider of seamless rolled rings and open-die forgings for the aerospace and defense sectors. The move adds complementary forging capabilities to Pursuit’s portfolio of aircraft engine component manufacturing.
Founded in 1895 as a Chicago blacksmith shop, Larson has evolved into a supplier serving OEM and Tier 1 aerospace customers, including a long-standing relationship with Pratt & Whitney. The company also performs in-house heat treatment and non-destructive testing.
Portugal is buying an additional Embraer KC-390 Millennium transport, which will bring its fleet to six, Embraer announced yesterday. At the same time, it is taking out 10 purchase options for future potential NATO operators.
Algeria-based Tassli Travall Aérien is adding two aeromed-equipped Cessna SkyCouriers.
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Deutsche Aircraft is demonstrating the D328eco’s G5000 Prime flight deck in a cockpit/ cabin mockup here in Paris.
Garmin G5000 Prime debuts on D328eco
By David Donald
Deutsche Aircraft’s D328eco is the first announced platform for the Garmin G5000 Prime flight deck. Tailored to transport-category aircraft (FAA Part 25 and EASA CS25), the system uses dual-core processor technology and represents what Garmin describes as its “third generation.” The system is already installed in the D328eco simulator, and pilots have reacted positively, noting improved situational awareness, reduced workload, and enhanced performance of the weather radar.
The flight deck provides a large primary and secondary display unit for each pilot and represents a touch-centric approach, with all functions controllable by touch inputs. The traditional banks of circuit breakers and system warnings are all brought into the screen system with corresponding ergonomic benefits while negating the need for overhead panels.
Multi-touch operations are possible, with up to 10 simultaneous inputs, and the screens are fingerprint-resistant. Safe operation in turbulence is addressed through the ability to press and hold, and there is also a backup system in the center pedestal for each pilot with a mechanical cursor control.
Drawing on experience from 30,000 Garmin flight decks already in service, the G5000 Prime is considered “future ready” with an open architecture that facilitates rapid adaptation to evolving technology and operational requirements. It also provides runway occupancy awareness and other safety capabilities, as well as offering fleet connectivity and integrated health monitoring for predictive maintenance.
Deutsche Aircraft rolled out the first example of the D328eco—Test Aircraft (TAC) 1—at its Oberpfaffenhofen, Germany headquarters at the end of last month. Flight trials are due to begin soon, and the company aims to have the aircraft certified and ready for service in late 2027.
With fuel efficiency and low cost of operation high on the list of design criteria, the regional twin-engine airliner program represents a modern-day reworking of the Dornier Do328, with a fuselage stretch to accommodate up to 40 seats in a modern cabin. Power is provided by more efficient Pratt & Whitney Canada PW127XT-S turboprops that are customized to the D328eco. A new undercarriage from Heggeman provides rough-field ability in concert with a gravel strip kit. z
UVision intros smart launch for loiter munitions
Working in collaboration with U.S.-based Fulcrum Concepts and Mistral, Israeli company UVision Air has developed a new launch configuration for its Hero120 midrange loitering munition (LM). It allows the munition to be launched from helicopters without the need for expensive and time-consuming integration efforts, in addition to bringing new versatility to the employment of such weapons.
Removing the requirement for deep integration into the platform’s avionics and fire control systems frees the Hero120 for use with a wide range of U.S. and NATO military utility and attack helicopters. This means LMs can support many more military operations, including for next-generation helicopters now under development.
Along with the ease of integration, the system also enables more flexible operations, promoting air/land interoperability through the ability to easily hand o control of the LM to ground-based units. The system supports interchangeable warheads and payloads, permitting rapid in-the-field adaptation for di erent missions such as intelligence, surveillance, and reconnaissance, as well as re-rolling between anti-armor and soft target attack. D.D.
The Hero-120 midrange loitering munition can launch from helicopters without the need for complicated integration efforts.
Aura racks up pre-orders, plans 2027 first flight
By Sarah Rose
Aura Aero has surpassed 650 pre-orders for its ERA hybrid-electric regional airliner, with five new customers accounting for more than 100 of these. Overall, the commitments represent a total potential value of more than $10.5 billion.
Letters of intent were signed with Marathon Airlines (20 firm, 20 options), Solyu (20 firm, 20 options), JumpAir Airlines (10 firm, 10 options), Safarilink (four firm, 2 options), an undisclosed European customer (three firm, three options).
“We are very proud of the success achieved by our hybrid-electric aircraft, thanks to our commercial team and to Aelis Group, our dedicated global sales partner for ERA,” said Aura Aero chief commercial officer Drew McEwen.
“Just four years after launching the program, announcing today over 650 pre-orders for this aircraft…is a major milestone for us,” added Jérémy Caussade, president and co-founder.
“The trust our customers place in us confirms the existence of a real market for this type of aircraft—and the backing of French
Archer expands airframe work to UK
GKN Aerospace and Archer Aviation are expanding their collaboration to include the manufacture and supply of key airframe components for Archer’s Midnight eVTOL air taxi, with production taking place in the UK.
“This partnership will help the eVTOL market continue to move from the R&D to industrialization phase, and we are excited to help usher in the future of flight,” said GKN president of civil airframes John Pritchard.
Midnight is designed to carry four passengers and a pilot, with reduced noise and emissions compared with traditional helicopters. Featuring 12 electric motors and propellers,
Midnight is built with redundancy and safety levels targeting those of airliners.
GKN will manufacture Midnight’s wing structure, applying its expertise in lightweight aerostructures and wing technologies. The two companies have collaborated since 2023 on the aircraft’s low-voltage electrical wiring interconnection systems, supplied from GKN’s facility in the Netherlands.
Wing production work will be carried out at GKN’s Global Technology Center in Bristol and across its European sites. Advanced manufacturing technologies will be used to ensure the wing meets stringent safety,
Five customers signed letters of intent for Aura Aero’s ERA hybrid-electric airliner this week in Paris, pushing its pre-order count above 650 aircraft.
and European institutions only strengthens that conviction.”
The company began making the first prototype parts earlier this year as it moves toward a first flight planned for 2027. Entry into service is expected by 2030.
ERA features eight electric motors developed by Safran and two SAF-compatible turbo-generators, which are expected to cut emissions by up to 80% compared to conventional aircraft. It is anticipated to be able to fly up to 900 nm and will serve regional passenger, cargo, and special mission markets, with flexible operating capabilities from large airports and short, unpaved runways.
Aura Aero’s Paris Air Show exhibit is also featuring PTC’s cloud-native, model-based definition software, which allows for engineering products to be quickly rendered into 3D models. z
performance, and certification requirements.
GKN supplies major aerospace OEMs and advanced air mobility platforms. The expanded collaboration with Archer reflects ongoing e orts to support emerging technologies in sustainable aviation. S.R.
Archer Midnight
ALENA KORENKOV
Nuuva lands in Paris, aims to redefine cargo ops
By Charles Alcock
Textron eAviation’s Pipistrel subsidiary is displaying its Nuuva V300 and Surveyor multirole aircraft this week at the Paris Air Show. Earlier this year, the Slovenia-based company started flight testing a prototype of the uncrewed Nuuva V300, and it is set to start flying a second example later this year.
Its Surveyor models can be operated with or without a pilot onboard. They are already in service around the world in a variety of military and civil surveillance applications, including infrastructure inspection for the energy, utilities, and construction industries, as well as border security and disaster response. Installed mission equipment can include electrooptical/infrared sensors, lidar pods, wing hard points, and surveillance radars.
The hybrid-electric Nuuva V300 has a range of 300 nm with a 600-pound payload and the ability to operate from unpaved surfaces. Textron eAviation president and CEO
Kriya Shortt told AIN that the vehicle has the potential to reshape cargo services by enabling deliveries to hard-to-access locations, with loading made easy via an upward swinging door in the nose section and space for three pallets.
With redundant flight control systems developed by Textron eAviation’s team in Germany, the V300 can safely operate in beyond visual line of sight conditions. It can be deployed with a two-person team, one to manage the point-and-click remote pilot interface and the other to handle cargo loads.
In January, Pipistrel achieved the first hover flight test with a Nuuva prototype. It has since expanded the flight envelope.
Meanwhile, Textron eAviation is continuing to develop plans for Nexus, an eVTOL aircraft, and appears not to have yet settled on a final design. “We are exploring additional technology variants, ensuring that we align closely with the voice of customers and shifting market dynamics,” Shortt said. z
Sea Tiger roars at Le Bourget salon
NHIndustries is letting its NH90 military helicopter take center stage this week at the Paris Air Show, featuring new mission capabilities and configurations tailored for European forces. Positioned at Static Area C3, the NH90 on display is the latest naval variant developed for Germany’s Sea Tiger program.
O cially designated the Multi Role Frigate Helicopter (MRFH), this variant of the NH90 NATO Frigate Helicopter is designed to meet the German Navy’s requirements for modern anti-submarine and anti-surface warfare. It features an electro-optical system and updated electronic support measures, signaling a significant leap in capability for one of Europe’s mainstream maritime helicopter fleets.
Visitors to the static display will also see a French Army NH90 tactical transport helicopter, scheduled to take part in daily flight demonstrations during the show.
In addition to the aircraft themselves, NHI is using the airshow to spotlight the broader mission systems that define NH90 e ectiveness. Displayed alongside the MRFH are mockups and equipment from key partners, including the Marte ER anti-ship missile from MBDA, Thales’ laser-guided rocket systems, and the Eurotorp MU90 torpedo.
Now in service with nine NATO nations and more than 500 helicopters delivered, the NH90 continues to be a critical platform for both naval and landbased missions. S.R.
The uncrewed Pipstrel Nuuva V300 enables cargo deliveries to hard-to-access areas.
DAVID M c INTOSH
The NH90 Sea Tiger fills a naval role.
DAVID M c INTOSH
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Managing the supply chain challenge, part 2 AIN ROUNDTABLE
CEO OF FDH
SENIOR V- P BUSINESS DEV. STANDARDAERO
In Part 2 of the AIN supply chain roundtable, thought leaders in the supply chain and broader market continued sharing their insights on how the industry is tackling the challenges related to best practices and quality, the use of technology, and managing the workforce. FDH Aero sponsored this roundtable.
Participating in the roundtable were Ian Walsh, CEO of FDH Aero; Alex Trapp, senior v-p of business development for StandardAero; Mike Stengel, a partner at AeroDynamic Advisory; and James Allen, chief procurement officer of GKN Aerospace’s civil business. Here are some more excerpts from their discussion:
On Best Practices/Quality
JAMES ALLEN We invest a lot internally in our business in terms of quality. Two of our key KPIs [key performance indicators] that we measure are escapes into our customers and the cost of poor quality. We’re continually driving those down.
We adopt the same approach in the supply chain and the same methodology. I think quality’s one of the areas where you can collaborate most easily with your suppliers because everyone has a common interest—what we describe as a zero-defect mindset. We partner with our suppliers to achieve that.
We host our customers within our supply chain. That might be to drive a specific
ADVISORY
improvement program on quality or delivery performance. We’ll actively participate with our suppliers. We’ll be onsite and maybe even into their supply chains, and our customers do the same thing to us.
The fact that we’ve got a global footprint and supply base means we’ve often got people close to those suppliers, close to some of the issues. If we need to put people onsite to either solve specific issues or just generally build a strong relationship, we make sure we do that. We’ve got that advantage, given our global footprint.
If you’re driving an improvement program, we have the methodologies we use around problem solving, productivity, and quality improvement. We will deploy those into our supply chain. I think that’s where we have the most impact in terms of improving the performance of our suppliers.
IAN WALSH I spent the last 90 days [since joining FDH Aero] visiting pretty much all of our sites around the world, trying to understand where are the constraints, where are the best practices, things like that. There’s a level of sophistication that needs to be achieved. I know AI is kind of the buzzword today, but, to me, it’s just more of a level of sophistication around predictive analytics—looking at the history of who we serve, how we serve them, and what are the financials associated with that.
For example, we could buy millions of dollars of parts every year, and our job is to distribute those across the globe, but there’s a proportion that doesn’t necessarily get distributed. It sits for sometimes years. We call this excess and obsolete, capital that we deploy that we’re not necessarily using. You can’t base the business model on hoping that somebody’s going to call you someday five or seven years from now.
So, what we’re trying to do in best practices is to really understand this better because we are large; we’re over a billion dollars. That critical mass allows us to have a lot of data that we can digest and understand to become more efficient.
Best practices are not just making sure you’ve got strong relationships with your suppliers and your customers, but it’s also [looking at] your own house—making sure we’re the most efficient at managing.
The other thing is touching all of our customers around the globe. Is it better to send a part from this country to that country or to have something in the country to be closer to those customers? Those are the kinds of things that we’re looking at.
ALEX TRAPP I think of the word “scale.” We create what we call centers of excellence around specific engine platforms. We execute our operations at scale in centers of excellence, and then we touch customers locally or
IAN WALSH
ALEX TRAPP
MIKE STENGEL PARTNER, AERODYNAMIC
JAMES ALLEN CHIEF PROCUREMENT OFFICER GKN
regionally through the use of service centers and field service teams. And then, a global sales force that leads the front end when we’re approaching customers. So that’s kind of our best practices.
MIKE STENGEL If you’re at an OEM and you’re trying to mitigate risk, some of the tools that you have are to spread the work out more— more dual and triple sourcing for your critical and pain-in-the-butt items. That does create a little bit more burden on you as the OEM, because it’s a wider spider web to oversee. It’s more sites for you to visit and audit and everything, but it’s a necessary evil in an environment like today. That helps ensure a steady and reliable supply, but comes with its challenges.
On Use of Technology
IAN WALSH Technology-wise, the first internally for us is warehouse automation. We still have businesses where we hand-pick parts, and it’s very manual. There’s a level of sophistication in automation that’s necessary. Some of our warehouses are extremely efficient and use automation and robotics, and other things to pick parts and make sure we know where they are. That is important. Think of a warehouse as a machine. In the manufacturing world, the output of a machine, the quality of that output, how much—that’s what it’s all about. How fast can we source things, bring them in, inspect them, get them placed, effectively packaged, and out? Turning that inventory is a huge part of what we’re getting more efficient at and using automation to do it.
ALEX TRAPP I start with the use of a CRM system, which is nothing new, but they have evolved quite a bit. And we’re using ours more broadly to connect to what we call the SIOP process—sales, inventory, and operations planning. And then, of course, there are multiple initiatives around parts visibility and kitting optimization—making sure we’ve got kitting done right. And then parts tracking, repair capacity, and scheduling.
JAMES ALLEN We continue to invest in what we see as the core technologies that will help us grow in the future. And that includes additive manufacturing, electrification,
lightweighting—those are things that we see as important for the next generation of aircraft, but they’re also helping us today. Additive manufacturing is a key technology that our engines division uses and is certified. That’s a new technology that gives advantages in terms of sustainability, but also helps us alleviate some issues within the supply chain.
In terms of digitization, I think the advantage that can give us is more insight into the sub-tiers of your supply chain. Typically, most organizations will understand their tier 1 well and their tier 2 to some degree, but as you get further into the supply chain, that level of transparency is more difficult.
The information’s out there, and I think digital tools and AI can help understand the supply chain down to lower tiers. Then you can see if you’ve got concentrations of risk that you need to mitigate.
MIKE STENGEL I want to piggyback on the inevitability of more automation. AI is still in its infancy, but has a lot of potential. There are more concrete use cases emerging, so it’s not fuzzy anymore. There are actual benefits we’re starting to see.
One of the first applications could be helping people go down a learning curve. Over the last few years, everyone has talked about how there was a bit of a brain drain in the industry.
People took early retirement or left the industry. When you have people with 30 or 40 years of experience leaving that had these relationships with suppliers and knew how the whole system worked, then you have someone come in with five or 10 years’ experience, or maybe even fresh out of school, that creates a pretty massive learning curve. Yet, you still have a system that you need to keep running smoothly. So, we’re hearing about more applications of AI in those sorts of settings.
The other emerging application is when you need to make unstructured data structured and apply it to your operations so that you can make decisions faster or make more informed decisions. We’re still in early days.
On Workforce
ALEX TRAPP We’ve invested quite a bit—especially since Covid has accelerated this—in our front-end brand to potential
employees and invested in systems to track down employees. And also really invested in retention. The most productive and least expensive employee is one who already has a badge on. Retention is a huge deal.
JAMES ALLEN During Covid, people left the workforce, and not all of them have returned. And in some cases, those were key skills and key experienced employees. I think that is easing now. However, for critical skills and capabilities, it’s a real battle for talent.
We’ll hire hundreds of engineers into our business each year. We see our ability to do that as a competitive advantage. It’s a challenge we work hard on to get and retain the right people.
MIKE STENGEL The challenges are ongoing. When you ask high schoolers or college students where they might want to work, while the idea of flying objects or space vehicles is very appealing, the environment they think they have to work in is not always the best image in their mind.
I think, if the industry can convince this younger demographic that these are not the factories your father, grandfather, or grandparents worked in, then that can go a long way.
More suppliers are having to go back earlier in the talent chain to do that. So they’re working more closely in their communities with community colleges and high schools, even down to middle schools, to try to stick that idea in their minds and create that image.
IAN WALSH The workforce is the aerospace and defense industry’s priority number one. It’s not just us, a distributor, looking at our own talent; it’s across the entire value chain. A generation is effectively retiring and leaving. The next generation has to think about what is manual work versus what’s automated work. What’s good paying work, right? There’s a global competition for talent.
It’s talked about in association meetings all the time, how we’re recruiting, training, making it interesting, making it more rewarding, making it better-paying. We have to make sure that we’re staying at the forefront of making these jobs and these companies the best places to work. z
Bid on exciting aviation experiences, collectibles and memorabilia to support our NGO’s future flying hospital. Visit us at our Paris Air Show display for more details. Humanitarian drones and a bush airplane are on exhibition.
Paris
Collins invests in more electric thrust reversers
By Charles Alcock
A new engineering center of excellence in Wolverhampton, UK, will lead Collins Aerospace’s efforts to bring more advanced electric thrust reversers to market. The RTX group subsidiary announced the opening of the facility on June 9 and also confirmed plans for a new production line for its elecTRAS thrust reversers at Colomiers, France, next to the Airbus final assembly line in Toulouse.
According to Ajay Mahajan, president of Collins’ advanced structures business unit, the company is building on technology developed for the A350 widebody to provide more advanced electric thrust reversers for the next-generation single-aisle airliners anticipated from Airbus and Boeing. In a press briefing, he said that replacing hydraulic and pneumatic controls for thrust reversers with
electric controls has simplified their operations significantly by removing the need for ducts, tubes, and fluids.
The next elecTRAS application is likely to be the A350 Freighter, with the thrust reversers Collins has provided for current A350XWB models having already logged around 11 million flight hours. Collins also intends to incorporate advances in the technology into existing aircraft programs.
The Colomiers facility will handle final assembly of the electric thrust reverser systems produced in Wolverhampton. According to Collins, this approach will make the production process more efficient, especially for the task of integrating the reversers into engine nacelles.
“With decades of experience in nacelles, thrust reversers, and aircraft electrification, Collins’ elecTRAS center of excellence and
RTX unit shows durable, light, green materials
Collins Aerospace’s Advanced Structures business unit is showcasing the latest innovations in lightweight, durable, and fuel-e cient materials for aircraft components at the Paris Air Show.
Inside the chalet of Collins Aerospace parent RTX, visitors can view examples of composite materials that the Advanced Structures group is developing to optimize manufacturing processes while making aircraft more durable, sustainable, and lightweight. The Collins display includes a thermoplastic nacelle fan cowl demonstrator, as well as an NP2000 thermoset composite propeller system.
The Advanced Structures division covers product lines including aerostructures (such as engine nacelles), landing systems (wheels and brakes), and propeller systems. The types of novel materials that are the focus of the unit’s research and development
efforts boil down to two broad categories: structural composites and carbon matrix composites, Advanced Structures president Ajay Mahajan told AIN
Carbon matrix composites, formulated to perform in higher temperatures than traditional composite and metallic materials, can be found in Collins’ braking systems.
Structural composites include thermoset materials, which have been used to replace metallic structures for about 30 years, as well as thermoplastic materials, a new technology that Collins is currently rolling out in phases. Thermoplastic materials have a faster and simpler manufacturing process that requires less capital investment up front, and they are easier to repair, Mahajan explained.
The company already has some small secondary components made of thermoplastics,
production line will bring together expertise from across the company to deliver new, innovative solutions for our customers and future platforms,” Mahajan said. “Building on in-service learning and experience, our dedicated investment to enable aircraft electrification technologies for the next-generation nacelle and elecTRAS will make future aircraft easier to maintain and operationally efficient.”
The new Wolverhampton design center will collaborate with engineers at Collins’ aerostructures headquarters in Chula Vista, California. It will also work with the group’s electronic controls and motor systems center of excellence at nearby Solihull in the UK.
According to Henry Brooks, president of Collins’ power and controls unit, the further investment in thrust reversers is part of the group’s wider commitment to electrifying aviation to decarbonize the industry and reduce life cycle costs for aircraft. He pointed to Collins’ role in developing one-megawatt-class hybrid-electric propulsion systems, telling reporters that the air transport industry will likely introduce this technology progressively, starting with power ratings of between 250 and 500 kilowatts. z
Collins Aerospace’s NP2000 propeller system uses thermoplastic composites.
like clips and brackets, flying on aircraft today, including the Airbus A350 and Boeing 787. In the next 12 to 18 months, Collins aims to have thermoplastic nacelle components flying on commercial aircraft, followed by entire nacelle fan cowls in two to three years, according to Mahajan. H.W.
DAVID M c INTOSH
Trent 1000 engines get durability boost
By Charles Alcock
Rolls-Royce is more than doubling scheduled maintenance intervals for Trent 1000 engines with the launch of a pair of durability enhancement packages. Last week, the manufacturer announced that the upgrade is now available for retrofit at maintenance centers worldwide, having been incorporated into new-build turbofans for Boeing 787 widebodies since January.
The improvements have been a major undertaking for Rolls-Royce, which has been under pressure from multiple Dreamliner operators that have faced service interruptions, including British Airways and Virgin Atlantic. The specific maintenance intervals vary significantly according to the flying profile of each operator.
Rolls-Royce said the upgraded components used to extend time-on-wing have been used since 2022 on the Trent 7000 engine, which powers the Airbus A330neo, and in some cases are tripling maintenance intervals. The
Rolls-Royce is introducing durability enhancements for the Trent 1000 engine that powers Boeing’s 787 airliner. The upgrade is now available for retrofit worldwide.
UK-based group is investing £1 billion ($1.3 billion) in the durability enhancement program, which also applies to the Trent XWB-84 and the XWB-97 engines for the A350. Earlier this year, it said it aims to double its time-onwing targets from an average 40% increase across fleets to 80% by 2027.
The first phase of the program includes a 40% increase in cooling for the Trent 1000’s new high-pressure turbine blades. It also covers updates to the combustion system, fuel spray nozzles, and engine electronic controller software.
Diehl teams with Germany’s DLR on civil aircraft systems research and development
German aerospace research center DLR has launched a partnership with Diehl Aviation to jointly work on civil aircraft systems, cabin technologies, and supply systems technologies.
Planned research and development projects are expected to include advances in avionics, cabin equipment, and onboard supplies. DLR and Germany-based Diehl Aviation said they will also focus on developing new meth-
ods for design and verification tasks, including virtual aircraft approval systems.
Through the Diehl Aerospace joint venture with French group Thales, Diehl is developing generic computer modules that combine multiple aircraft functions into a single unit. These can be integrated with various system architectures, including integrated modular avionics, and can be scaled
Phase two of the package is now being tested at Rolls-Royce’s facility in Derby, UK, and is expected to result in a further 30% improvement in time-on-wing for Trent 1000 when it starts entering service from early 2026. It covers advanced coating on combustor tiles to prevent damage in “non-benign environments,” as well as cooling and coating changes to high-pressure nozzle guide vanes, weight reduction and coating improvements to high-pressure blades, and a redesigned combustor-to-turbine interface based on the latest Trent XWB-84 EP engine. z
for aircraft as varied as eVTOL vehicles and widebody airliners.
At the 2025 Paris Air Show, Diehl is unveiling a flight control demonstrator with a fully electric fly-by-wire control loop. The unit incorporates actuator technology and a Wittenstein motion control system.
As part of e orts to decarbonize aviation, Diehl is introducing new manufacturing materials, such as recyclable thermoplastics and lightweight composite structures. It has also developed advanced cabin lighting systems with lower energy requirements. C.A.
Improved P-8A Poseidon preps for Navy service
By David Donald
This month, Boeing expects to deliver back to the U.S. Navy the first production modification of the P-8A Increment 3 Block 2 (I3B2) aircraft, with another two already at an advanced stage of the update process. By the end of the year, six modifications should be complete, with the aim of achieving initial operating capability next April, and permitting the start of crew training on the version of the multirole platform.
Previous P-8A upgrades primarily concerned software, but the Increment 3 Block 2 is a major update that allows the P-8A to fully match the ambitions of its original procurement strategy. The modification requires the cabin to be stripped, and its cabinets, avionics racks, and crew stations to be replaced. Much of the wiring is replaced, and the airframe requires some modifications to accommodate new antennas.
Among the I3B2’s added systems are enhanced wideband satellite communications, providing higher data transfer rates. The new secure communications suite improves the ability of the P-8 to operate more effectively with carrier battle groups and also enhances mission interoperability with other navies.
Anti-submarine Capability
I3B2 also brings anti-submarine warfare signals intelligence capability and an enhanced multistatic active coherent sonar system that tracks detonation sounds reflected off submarines and detected by receiver buoys. A track management system fuses data from multiple sensors and determines which can be amalgamated into a single track. Computing power is increased to meet the new and emerging demands of the improved mission suite.
Following on from two aircraft updated to Increment 3 Block 2 configuration for test and evaluation purposes, which have been ongoing for over a year, Boeing inducted the first
fleet aircraft into its production modification process in March 2024. The upgrade is being conducted at the company’s Cecil Airport facility in Jacksonville, Florida, which can perform 12 modifications per year.
Boeing is currently on contract for seven I3B2 upgrades for the U.S. Navy, with a follow-on contract being finalized. Ultimately, the U.S. Navy plans to update all of its planned fleet of 135 P-8As. At press time, 124 of them had been delivered and are serving with 14 fleet squadrons and a single fleet replenishment unit. The U.S. Navy has surpassed 500,000 flight hours in the Poseidon.
Australia’s 14 Poseidons are also due to receive I3B2 modifications as part of the joint P-8 development program with the U.S. Navy. For other export customers, both existing and potential, the question of whether I3B2 will be available is in the hands of the U.S. government, with Naval Air Systems Command’s PMA-290 program office managing all aspects of the Poseidon program.
Currently the P-8 has achieved 72 export sales from eight nations: Australia (14); Canada (14 plus two options); Germany (eight); India (12 P-8Is); New Zealand (four); Norway (five); South Korea (six); and the United Kingdom (nine). Germany’s first aircraft is due to be one of seven P-8As delivered in 2025, the rate having been hit by last year’s IAM machinist strike.
Boeing continues to pursue opportunities, including additional purchases from existing users. The company is currently negotiating Lot 13 production, which includes the first aircraft for Canada.
I3B2 forms a baseline for further rapidtechnology insertions. Boeing and the P-8 community continue to look at improvements and capabilities to add to the Poseidon. Areas that are being examined include the improved resilience of communications in denied environments, including the possibilities o ff ered by low-earth orbit satellite constellations.
Open-ocean search-and-rescue capability could be expanded, driven in part by the needs of Australia and New Zealand, while the AGM-158C Long-Range Anti-Ship Missile could be fully integrated to give a powerful anti-surface warfare capability. Fit checks were undertaken by VX-20 in 2023. z
The Poseidon P-8A BuNo. 169562 was the first fleet aircraft to enter the I3B2 modification process, seen here in Boeing’s Jacksonville facility shortly after delivery in March 2024.
Dassault Aviation comes out in full force here in Paris
By Kerry Lynch
Dassault Aviation arrived at the Paris Air Show with the breadth of its products, including the latest versions of the Rafale, a model of its unmanned combat air system, and a replica of a future combat aircraft on its defense side. Its business jet lineup features the Falcon 6X and 8X, as well as a 10X cabin mockup.
Alongside the display is a separate building housing a “Battle Lab” to show collaborative air combat situations, in addition to a customer support area. On the space side, Dassault also has a presence at the Paris Air Lab and Paris Space Hub.
The Falcon 8X is among the contingent of business jets and military aircraft at Dassault’s static display.
Also on its busy agenda, Dassault Aviation is participating in the l’Avion de Métiers career event and l’Aéro Recrute recruitment campaign organized through the French Aerospace Industries Association, in addition to partnering with the Women in Aerospace event.
During the airshow flying display, the French Air and Space Force is performing with the Rafale while Dassault is demonstrating the Falcon 6X.
Dassault Aviation chairman and CEO Éric Trappier discussed the importance of showcasing its array of products, from highlighting
Leonardo, Baykar JV aims to fill UAV gap
Leonardo and Turkish uncrewed air vehicle (UAV) manufacturer Baykar signed a 50/50 joint venture agreement yesterday at the Paris Air Show. The pair will collaborate on UAV development while exploring sales opportunities, notably those in NATO and Europe, where the companies have identified a clear gap.
Known as LBA Systems, the JV has been put together rapidly, having first been discussed in October, before a memorandum of understanding was signed three months ago. By April, joint teams were already working on integration programs.
The partnership marries Baykar’s proven expertise in large UAVs with Leonardo’s pay-
load, command-and-control, and integration prowess. Baykar UAVs such as the Bayraktar TB2 and TB3, and the twin-engined Bayraktar Akinci, are in service with the Turkish armed forces and have sold well in Asia, the Middle East, and Africa. Bayraktar TB2s have been used to great e ect in support of Ukrainian forces. The company is also developing the jet-powered Bayraktar Kizilelma.
Under the deal, UAVs will be manufactured in both Italy and Turkey, with Leonardo’s Ronchi dei Legionari facility near Trieste being identified as a center of excellence. The companies aim to complete Italian/European certification and begin deliveries of Bayraktar UAVs in 2026.
the coming of combat aircraft within the next 20 years to representing its commitment to renewing its business jet line. “Furthermore, our spacecraft project, designed for both civil and military applications, could become a key strategic advantage for France and Europe as global powers continue to push the limits of space exploration,” he said.
Trappier added that the airshow provides the industry with the opportunity to meet with the general public, who are coming in growing numbers. “France’s enduring passion for aviation remains a cornerstone of our national sovereignty and excellence in the sector.” z
Leonardo payloads that could be integrated with the Bayraktar Akinci include several radars; turreted sensors; anti-submarine warfare; and the Sage electronic surveillance measures and intelligence set.
The Italian company can also supply a range of defensive systems, including the Brite Storm jammer.
D.D.
The Bayraktar Akinci is the largest propellerdriven UAV in the Baykar portfolio.
Leeham News welcomed into AIN fold
By Charles Alcock
AIN Media Group has reached an agreement in principle to integrate Leeham News & Analysis (LNA) into its product portfolio.
Announcing the planned move at the Paris Air Show, the news, events, and data group said it expects to complete the transaction following completion of customary documentation.
For almost two decades, LNA has provided expert coverage of aircraft technology, economics, airline fleet planning, maintenance, repair, overhaul strategy, and market trends.
Airbus orders
call to move forward on the options.
Kicking off Airbus’ order bonanza yesterday morning was an agreement signed with global aircraft lessor AviLease for up to 77 A350F freighters and A320neos. The initial order involves 10 A350F freighters and 30 of the A320neo family. The agreement also ultimately calls for up to 22 A350Fs and 55 of a mix of A320neos and A321neos. Delivery of the aircraft is anticipated between 2030 and 2033.
This deal marks the first that the three-yearold lessor has placed directly with Airbus and comes as the Saudi Arabia-based firm works toward becoming a top 10 lessor. AviLease CEO Edward O’Byrne explained, “We see value in scale…in terms of return on equity.” AviLease has already raised $6 billion in capital, in addition to its shareholder investment, and has accrued a fleet of 200 aircraft placed with 50 airlines in 30 countries. “We’ve really grown very fast, and
According to AIN Media Group, the addition of the company’s specialized reporting and analytical expertise will enhance the depth and breadth of commercial aviation intelligence available to AIN’s global readership.
“Leeham News & Analysis has built an outstanding reputation for delivering sharp, insightful reporting on the air transport and aerospace sectors,” said AIN Media Group president Ruben Kempeneer. “By bringing Leeham’s expertise into the AIN family, we
we’re able to operationalize the company.”
The second major goal for the firm when it was established in 2022 was to build “strong and vibrant ecosystems,” O’Byrne added, including helping to expand the cargo infrastructure in Saudi Arabia.
O’Byrne called the competition for the freighter model close, but it ultimately opted for the A350F, working with stakeholders. “The last few months were somewhat intense between both our teams,” O’Byrne said.
Meanwhile, Riyadh Air signed a deal for 25 A350-1000 aircraft with the potential to double it to 50. The deal positions Riyadh Air to become the first airline in Saudi Arabia to operate the A350-1000. Riyadh Air CFO Adam Boukadida said the order supports Saudi Arabia’s Vision 2030 ambition to reach 300 million air passengers annually.
“This order marks a significant step forward in building a world-class airline that reflects the ambitions of Vision 2030,” Boukadida said. “It’s a clear signal of our intent to shape the future of air travel and contribute meaningfully to the
L-r: AIN Media Group founder Wilson Leach, Leeham co-founder Scott Hamilton, AIN Media Group president Ruben Kempeneer, and Leeham News & Analysis aeronautical and economic analyst Bjorn Fehrm.
are expanding our ability to provide readers with even more critical industry insights, expert commentary, and exclusive coverage of key aviation developments.”
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kingdom’s fast-growing aviation ecosystem.”
Adding to Monday’s tally, longtime customer ANA Holding signed an agreement for 27 A321 aircraft. This order breaks down into 24 A321neos and three A321XLR aircraft, with deliveries to begin in 2030.
This continues a relationship that dates to 1987 with ANA’s first order for 10 A320s, which entered service in 1991. The ANA orderbook with Airbus has since grown to nearly 100 aircraft, including the widebody A380.
“This latest order purchase agreement is a testament to the trust and confidence we place in Airbus as we continue to enhance our fleet to meet the evolving needs of our passengers,” said Koji Shibata, ANA Holdings’ representative director, president, and CEO.
All Nippon Airways will operate 14 of the new A321neos, while the remaining 10 A321neos and three A321XLRs will be used to upgrade ANA carrier Peach Aviation’s fleet. Peach Aviation will become the first airline in Japan to operate the A321XLR, the longest-legged of the single-aisle aircraft family, with a range of 4,700-nm. z
Where ‘what ifs’
Where ‘what ifs’