Cutting edge aircraft from both the civil and defense sectors converged at the Farnborough Airshow this week.
Conflict lessons drive real-time defense tech upgrades at Rafael | 04
Hybrid-electric flight
VoltAero teams with Sigma Air Mobility to demonstrate hybrid-electric aircraft routes | 06
Twin Otter deals De Havilland Canada inks Twin Otter sale with Colombian airline Satena | 08
Hydrogen propulsion GKN launches H2FlyGHT hydrogen powertrain project | 11
By Charles Alcock & David Donald
The existential threat to the air transport industry if it fails to achieve net-zero carbon emissions and the mounting dangers from military conflicts around the world are hard to ignore at the Farnborough Airshow this year.
Challenges facing the aerospace and defense industries beg for answers in the form of technology, technology, and yet more technology. This year the show has proved light on major product reveals, but the event has been packed with tidings of technological progress for the next decade and beyond.
Air transport’s challenge is simple to define but much harder to execute, requiring a mix of short- and long-term sustainability solutions. For the defense contingent, the emphasis seems to be on pooling an array of complex technologies, including artificial intelligence, to make warfare simpler. Engine makers stand on the front lines of the war on carbon. Pratt & Whitney, Rolls-Royce, and the CFM International partners GE and Safran are all working to improve fuel and energy efficiency for their respective legacy turbofans in the GTF, Trent, and Leap families.
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By David Donald
Leonardo UK and BAE Systems have completed ground testing of the European Common Radar System (ECRS) Mk2, and the active electronically-scanned array (AESA) radar is due to be flown for the first time from BAE’s Warton flight test site “in a couple of weeks,” according to Ben Geal, Leonardo’s Mk2 campaign manager.
A number of the radar’s modules have recently undergone re-engineering into production form, but their functions have already been tested and cleared ahead of the flight trials.
Developed by Leonardo at its UK sites in Edinburgh and Luton, initially to meet UK-only requirements, the Mk2 represents a significant advance over the ECRS Mk0 AESA radar first fitted to export Typhoons for Kuwait and Qatar. It features an electronic attack capability that permits the equipment to actively counter hostile radars during defense suppression operations.
The Mk2 radar is one of several developments undertaken across the quadrinational Typhoon program to ensure that the aircraft remains relevant, especially as it moves toward the Phase 4 enhancements (P4e) update, expected to become available in 2029.
Among them is the defensive aids subsystem (DASS), which is being updated with a digital processor offering improved speed and greater memory, and a digital receiver for better discrimination of threat emissions in complex threat sets. The system is also getting a bandwidth extension to provide a wider
spectrum of coverage. A key element is to ensure that the DASS remains interoperable with the Typhoon’s new AESA radars, be they Mk0, German/Spanish Mk1, or British Mk2.
P4e also includes a unified mission computer (UMC) that offers 300 times the power of the current system. New weapons capability includes the Spear and Spear EW, which also contribute to the ability to conduct suppression of enemy air defense (SEAD) missions.
Some of the P4e elements have already entered testing. The computer has flown in a BAE Systems trials Typhoon, along with improved DASS elements being test-flown on a trials aircraft operated by 2Excel. Plans call for the new Striker II helmet to undergo test flights before the end of the year.
Eurofighter envisions a long service career for the Typhoon, with aircraft expected to remain in service until 2060 and beyond.
A series of further modifications and upgrades forms part of the Long Term Evolution roadmap.
New technologies to be installed include better datalinks and connectivity, which will allow the Typhoon to be fully networked with unmanned autonomous combat platforms that can accompany the fighter on complex missions. Greater interoperability will be possible with other force elements such as the F-35.
In the meantime, the Eurofighter consortium expects to shortly add more aircraft to the orderbook, which currently stands at 680 aircraft. Germany announced last month a further buy of 20 Tranche 5 aircraft for the Luftwaffe, while Italy is to order 24 new aircraft to replace its aging Tranche 1 machines. Spain plans to purchase another 25 Typhoons as the second phase of its Halcon acquisition. z
The ECRS Mk2 AESA radar undergoes ground tests in an anechoic test chamber. A protective cover prevents inadvertent damage to the rotating antenna array.
Amphibious aircraft developer Jekta Switzerland and Hong Kong’s Seaplane Asia have signed an agreement to add 14 PHA-ZE 100 aircraft to the Southeast Asian operator’s fleet. With electric and hydrogen propulsion systems, the deal supports Seaplane Asia’s commitment to delivering environmentally friendly operations, business
growth, and afordable transport for the region.
Jekta said Seaplane Asia is reviewing several new markets and would likely optimize its airframes for short-distance flights, island hopping, transport from airports to waterfront locations, sightseeing flights, and yacht transfers.
“We have been closely following the early
stages of several new platforms and aircraft developments and are confident that the PHA-ZE 100 is among the more promising airframes that can serve our various needs while addressing sustainability through its electric and hydrogen options,” said Dennis Keller, CEO of Seaplane Asia. Jekta expects to deliver the first airframes in 2030 and provide training and maintenance support. P.S.-S.
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By Charles Alcock
Just as Israel’s first prime minister, David Ben-Gurion, had in mind when he established what was to become the defense technology group Rafael, the fruits of the company’s innovation protect the country in real-time as its conflict with Hamas and Hezbollah continues.
As critical as Rafael’s contribution to Israeli defense may be, company CEO Yoav Tourgeman, who took office in December, recognizes that his team needs to keep its eyes on the future, too.
“Even though there is an emergency need today, we are not wavering in our efforts to
keep researching and developing technology for future needs,” he told AIN. “The idea is to always keep a survival edge through scientific superiority.”
The edge delivered through systems such as Rafael’s Iron Dome air and missile defense system makes a difference. At the start of the 2006 Lebanon War, Hezbollah fired about 4,000 rockets into northern Israel, inflicting 57 fatalities.
In the first week of the current conflict, around the same number of rockets launched toward Israel at a time when the Iron Dome was not yet fully deployed, resulting in five
Dutch regional aircraft developer Maeve is collaborating with Pratt & Whitney on the design of its M80 hybrid-electric 80-seater regional aircraft, the partners said Wednesday.
“As a clean sheet design, the performance and efciency of the Maeve M80 will be a game changer for the regional aviation market, combining advanced aerodynamics and a disruptive propulsion technology,” said Maeve chief technology ofcer Martin Nuesseler. “Working together with Pratt & Whitney Canada at this stage of the program will enable us to validate and optimize the design of the aircraft and hybrid-electric propulsion system.”
Maeve hopes the M80 will ofer the performance of a jet and the cost-efciency of a turboprop. With a range of up to 1,200 nm, the design aims to reduce fuel consumption and emissions by up to 40% relative to regional jet competitors while cruising at comparable speeds and altitudes. Maeve targets service entry in 2032.
“Reaching the ambitious goals of reducing emissions and making aviation more sustainable will depend on combined eforts to accelerate technology innovation and drive collaboration in our industry,” said Anthony Rossi, v-p of global sales and marketing for Pratt & Whitney Canada. P.S.-S.
fatalities. “Since then there have been around 16,000 rockets and just three fatalities, and Iron Dome has meant that life can go on there,” Tourgeman said.
In April the Israeli Navy achieved its first combat interception of a hostile target in southern Israel using Rafael’s C-Dome system, the Iron Dome’s naval counterpart. The ship-based system deals with threats such as rockets, cruise missiles, sea-skimming missiles, and drones.
Rafael also remains focused on air superiority, having launched its new Ice Breaker advanced long-range strike missile at the 2023 Farnborough show. Last year the company introduced its Reccelite wide-area scanning intelligence, surveillance, and reconnaissance system to give air combat platforms a clear picture of threats on the ground.
Rafael gathers real-time data on the combat performance of its technology to support rapid improvements. Around 20% of its highly educated workforce have deployed with the Israel Defense Force. Tourgeman explained how, for example, pilots and tank commanders call their colleagues in the laboratory to report issues and suggest improvements.
The conflict has focused the attention of other countries facing mounting threats in their backyards. “We do realize that tensions in the world are increasing and so [other nations] are looking for systems that are really combat-proven,” Tourgeman said. z
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By Peter Shaw-Smith
Sigma Air Mobility, a Luxaviation Group company and global operator of aircraft and helicopters, is joining VoltAero’s efforts to introduce a family of hybrid-electric aircraft.
During the Farnborough Airshow, the French aircraft developer announced that Sigma will test the advanced air mobility (AAM) vehicle in various operational environments, with the goal of launching a route demonstration project at a still undetermined location.
VoltAero is developing a trio of aircraft with a parallel electric-hybrid powertrain. The lineup includes the five-seat Cassio 330, the six-seat Cassio 480, and a Cassio 600 model that could seat 10 to 12 passengers. It is starting with the
Cassio 330 and intends to begin flight-testing a full-scale technology demonstrator in 2025. The company hopes to achieve EASA type certification for the Cassio 330 in 2026.
Sigma CEO Christophe Lapierre hinted that his company would order VoltAero aircraft but declined to cite any figures during a briefing on the announcement at the show on Wednesday. “I wouldn’t discuss numbers at this stage. We are defining networks and
Embraer has signed a pair of contracts with Brazil’s Department of Airspace Control (DECEA) aimed at modernizing the country’s air trafc control centers and upgrading strategic solutions for the management of national airspace flow.
The two new contracts, worth $17 million, will be implemented by Embraer’s Atech subsidiary, which specializes in systems engineering, decision support, and situational awareness technologies.
Long-standing partners Atech and DECEA jointly cooperated with the Brazilian Airspace Control System Implementation Commission to develop two solutions known as Sigma and Sagitario.
Sigma optimizes the management of air trafc information, flight plans, airways, and airport capacities. It also distributes air trafc more efciently. Meanwhile, the Sagitario system processes data from various sources, such as radars and satellites, consolidating them into a single visual interface for air trafc controllers.
“These contracts mark an important milestone for Atech and for the development of aerospace technology in Brazil,” commented Atech CEO Rodrigo Persico. “We believe that the modernized solutions will contribute significantly to the optimization of Brazilian air trafc, benefiting passengers, airlines, and the aviation sector as a whole.” C.B.
identifying requirements,” he said.
“What we are committing to now is the pilot project,” he added. “We want to validate the ecosystem and our operation in the first pilot project with the aircraft. That’s the milestone we have targeted for 2026. There are a number of markets that we’re unifying and checking what is the fleet size that we would need.”
Jean Botti, CEO and chief technology officer of VoltAero, said the company has so far received orders for 32 of the Cassio 330 aircraft but added that, rather than discussing hypothetical numbers, eventual certification in 2026 remains uppermost in his mind.
The VoltAero product family promises to develop a unique market niche with aircraft that can fly to a range of 800 nm, surpassing the distance that standard urban air mobility competitors envision.
“We’re not even in competition with eVTOLs. I don’t want to do the last mile. I want to go 800 miles [using my aircraft],” Botti told reporters at the Farnborough Airshow briefing. “We’re already halfway to certification for the Cassio 330.”
Japanese motorcycle manufacturer Kawasaki has thrown its weight behind the VoltAero project, contributing dual-use gasoline-hydrogen engine technology based on its successful motorcycle business, to power the Cassio fleet. “We hope to provide new value to the air industry,” said Kawasaki CEO Hiroshi Ito. z
By Peter Shaw-Smith
De Havilland Canada (DHC) and Servicio Aéreo a Territorios Nacionales (Satena) have signed an agreement covering the purchase of eight DHC-6 Twin Otters aircraft to add to the airline’s growing fleet. The sale will boost Colombia’s air connectivity by further improving access to remote areas of the country.
Majority-owned by the government of
Colombia, Satena provides access to less connected areas of the country. DHC said the Twin Otter offers exceptional operating economics that will drive Satena’s growth strategy for the next 50 years. DHC has scheduled deliveries of the aircraft to begin later this year.
“The De Havilland Canada Twin Otter, with its modern cockpit, rugged airframe, and
Leading aviation finance company Avolon has partnered with Airbus to investigate the financing aspects and options for hydrogen-powered commercial aircraft. The work will form part of Airbus’s ZeroE project.
The OEM unveiled the project in 2020 to pioneer technology for hydrogen-powered flight and to develop the ecosystem required to support it. The tie-up with Avolon explores financing and commercialization options, and how the leasing model could support them.
Avolon already sees itself as an advocate of sustainable aviation and has invested in Vertical Aerospace, a UK-based developer of eVTOL aircraft. It has also invested in sustainable aviation fuel production.
“It will take a wide ecosystem of contributors to meet the challenge of hydrogen-pow-
ered commercial flight, and Airbus is playing a crucial role in bringing partners together,” said Avolon president and chief commercial officer Paul Geaney. “While we continue to focus on supporting our customers in modernizing their fleets with lower-emissions aircraft, it is also vital we look beyond that at what can further drive our industry’s decarbonization.” D.D.
De Havilland Canada
CEO Brian Chafe (left) and Satena president Óscar Zuluaga Castaño (right) celebrate a purchase agreement at the Farnborough Airshow.
proven reliability, is the right addition to our fleet and will support our mission to [exceed] expectations, expand our routes, and reach new destinations,” said Brig. Gen. Óscar Zuluaga Castaño, president of Satena.
In another development, DHC announced that Zimex Aviation has signed a purchase agreement to make it the launch customer of the newly certified Garmin Avionics packages to upgrade the company’s Twin Otter Series 400 fleet. The order of four upgrade kits, offered through a partnership with Aerocorp Avionics Solutions, will go to Zimex in the second half of th e year.
Zimex is a long-term customer of DHC, having ordered two new DHC Twin Otter Classic 300-G aircraft at the Paris Airshow in 2023. Schedules call for delivery of those aircraft in 2025.
“Zimex and De Havilland Canada have a great relationship that goes back decades, and we are pleased that they have chosen to upgrade their Twin Otters with new avionics suites,” said Ryan deBrusk, vice president of sales and marketing at DHC.
The upgrades achieved certification in June, and DHC expects autopilot certification to be complete in early 2025.
DHC is also celebrating the 50th anniversary of the first Short Brothers 330 to fly at the Farnborough International Airshow in 1974. The 30-seat turboprop, along with other variants, became part of the DHC family in 2019. z
By Charles Alcock
BAE Systems is tapping Siemens’s expertise to take its engineering and manufacturing processes to the next level by implementing technology from the Siemens Xcelerator open business platform. In a partnership announced at the Farnborough Airshow, the companies will collaborate for the next five years through the FalconWorks research-and-development unit of BAE’s Air division.
Objectives for the joint work hinge on BAE’s strategic blueprint for future engineering processes and the so-called factory of the future. It will build on the recent introduction of Siemens NX software for product engineering and the Teamcenter software for product lifecycle management.
The partners said they will work in multiple international locations in other fields including sustainability, industrial digitization, and supply chain modernization.
By Peter Shaw-Smith
L3Harris has announced international deals with Japanese and Indian airlines. The manufacturer of flight training devices said its Reality7e Boeing 787-9 full flight simulator received approval from the Japanese Civil Aviation Bureau.
The 787-9 simulator entered service in the second week of July at ANA’s pilot training center in Tokyo, bringing the airline’s total number of L3Harris devices to five, increasing training capacity and enabling it to meet the pilot training demand for its 787 fleet.
“The 787-9 simulator expands on our long-standing relationship with ANA, dating back to the 1990s, and shows their continued
confidence in the quality of our training devices and the customer service we provide,” said Ben Swann, v-p of training systems for L3Harris Commercial Aviation Solutions.
L3Harris Technologies recently entered into a “landmark” agreement with Air India to become the lead supplier of SRVIVR25 voice and data recorders for the airline’s 737-8 fleet. One hundred aircraft will be equipped with L3Harris’s technology, with the possibility of an additional 40 planes.
The deal, reached in April 2024, is the first avionics partnership between Air India and L3Harris since the airline came under the ownership of the Tata Group. L3Harris also provides pilot training to Air India pilots.
“Our partnership with Air India underscores
“Collaborations like this help us develop and invest in digital thread-enabling technologies in a much more integrated and seamless way,” said Iain Minton, BAE Systems’ technology capability delivery director. “Siemens understands the complexities of our operating environment, so we can very quickly mature an idea to the point where it is put into practice, for example when we are looking to implement and optimize new engineering, support, or manufacturing capabilities.” z BAE engineers are implementing technology from the Siemens Xcelerator open business platform to update the company’s engineering and manufacturing processes.
our mutual dedication to advancing aviation safety and performance,” said Jan Davis, general manager of avionics programs at L3Harris. “As we [progress] with the deployment of our recorders across Air India’s 737-8 fleet, we look forward to enhancing operational efficiencies for the airline while strengthening our collaborative partnership.”
For nearly six decades, L3 Harris has been at the forefront of flight recorder technology, and the SRVIVR25 series continues to offer “unprecedented” recording duration for both voice and flight data.
In other news, L3Harris recently launched its ‘PilotApp,’ which provides insights to help pilots optimize operations and improve decision-making. “It engages pilots by displaying complex flight data using aircraft instrument-based displays and drives engagement with personalized insights,” L3 Harris said in a company statement. “Additionally, it allows for the customization of data sharing, displaying formats and push notifications to meet specific operational needs.” z
By Peter Shaw-Smith
GKN Aerospace has unveiled H2FlyGHT, a new initiative to develop a 2-megawatt (MW) cryogenic hydrogen-electric propulsion system, which it hopes will achieve new standards for the future generation of larger sustainable aircraft.
After the earlier success of the H2Gear project, H2FlyGHT introduces improved thermal management, streamlining flight testing and certification.
According to GKN, the project aims to demonstrate a propulsion system that integrates hydrogen fuel cell power generation, cryogenic power distribution, and advanced cryogenic drive systems.
GKN Aerospace collaborates with the University of Manchester on motor coil design, Parker Meggitt on thermal management, and the University of Nottingham on cryogenic inverter technology for the project.
“The H2FlyGHT project marks a pivotal step in our quest to enable aviation’s route to net zero. Building on H2Gear’s innovations, we are scaling up to 2 MW propulsion system demonstration to maximize the
payload and range potential of zero-emission flight,” said GKN Aerospace chief technology officer Russ Dunn. “Collaborating with our partners, we aim to streamline the path to flight testing and certification, supporting the industry’s move to commercialize sustainable hydrogen platforms by the mid-2030s.”
The company is actively engaged in major collaborative projects—H2Gear, HyFive and H2FlyGHT—aimed at developing a comprehensive zero-emission, hydrogen-electric propulsion system. The schemes call for a combined investment of around £200 million in sustainable technology.
Gary Elliott, CEO of the Aerospace Technology Institute (ATI), said hydrogen fuel cells are a key part of the ATI’s zero-carbon emission roadmap. “We are pleased to co-fund and support the H2FlyGHT project, led by GKN Aerospace, which builds on other projects in the ATI Program portfolio, such as HyFive and H2Gear,” Elliott said. “H2FlyGHT will accelerate the fuel cell technology to flight readiness and take us an important step closer to realizing the vision of hydrogen-powered flight.” z
Odys Aviation and Honeywell have signed a memorandum of understanding to jointly develop ground control stations that will support the rollout of Odys Aviation’s uncrewed, hybrid-electric VTOL aircraft, called Laila, in the Middle East and Pacific regions.
Honeywell and Odys plan to launch a pilot program with Laila and the new ground control stations next year. The partners designed Laila to transport cargo to a range of up to 230 miles, which makes it a good candidate for applications such as pipeline inspections, leak detection, geological surveys, maritime operations, and logistics services, according to Odys.
The ground control stations Honeywell provides are designed to be scalable to meet the needs of any VTOL platform. It allows remote pilots to manage multiple vehicles simultaneously, including beyond-visual-line-of-sight (BVLOS) operations.
“As companies seek to expand their development and operation of uncrewed vehicles, safe operation from a remote environment is critical,” said David Shillliday, vice president of advanced air mobility at Honeywell Aerospace. “Our planned collaboration with Odys Aviation will represent a significant milestone, moving our innovative solutions from testing to real-life scenarios.”
Under the terms of their agreement, Odys and Honeywell will work closely with Oman’s national transport company, Mwasalat, to bring aerial logistics programs to market in the Sultanate and elsewhere in the Gulf Cooperation Council. P.S.-S.
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French multi-energy group TotalEnergies, which is providing Airbus with sustainable aviation fuel in Europe, aims to produce 1.5 million tons of SAF annually by 2030.
By Cathy Buyck
The European Union (EU) is pursuing the most aggressive action on climate change of any region in the world, imposing legally binding requirements on all industries rather than aspirational objectives. The European Green Deal strives for climate neutrality by 2050 with a transitional target to cut the bloc’s net greenhouse gas emissions by at least 55% by 2030, compared with 1990 levels. To deliver the latter, the European Commission in July 2021 adopted a set of wide-ranging proposals to make the EU’s climate, energy, transport, and taxation “Fit for 55.”
Many new policies and regulations will affect air transport and aerospace, but the ReFuelEU policy undoubtedly is the most far-reaching legislation in the Fit for 55 package. The initiative calls for sustainable aviation fuels (SAF) to account for at least 2% of the total aircraft fuel used starting next year.
This minimum increases every five years, to 6% in 2030, 20% in 2035, 34% in 2040, 42% in 2045, and 70% in 2050. A specific proportion of the fuel mix—1.2% in 2030 progressively rising to 35% in 2050—must be synthetic low-carbon aviation fuels like e-fuels or e-SAF using power-to-liquid technology.
Under the new rules, the share of SAF blended with fossil kerosene applies throughout the European Economic Area (EEA)—the EU’s 27 member states plus Iceland, Liechtenstein, and Norway. The mandates prohibit member states to set higher or lower targets.
The legislation puts the onus on fuel suppliers, not airlines, to provide SAF. Thanks to a “flexibility mechanism,” they will have to supply the SAF blend initially averaged over the eligible EU airports they supply.
To avoid tankering of fuel acquired at lower prices outside the region, the new rules will oblige airlines to refuel at least 90% of the required fuel volume for outgoing flights at EEA airports on an annual average.
Europe’s airlines have mixed emotions about the SAF uptake obligation.
“It’s not that we don’t want to comply. We want to comply,” said International Airlines Group CEO Luis Gallego at a conference organized by Brussels-based trade body Airlines for Europe (A4E) earlier this year. IAG, parent company of Aer Lingus, British Airways, Iberia, Level and Vueling, bought about 12% of the world’s SAF supply last year, he said, adding that most of it came from the U.S. “Is 6% SAF by 2030 doable when 90% of investment in SAF is in the U.S.? It makes no sense to oblige us to buy something here that is produced in the U.S.”
A4E’s member airlines are set to invest €14.8 billion in SAF by 2030, and they want “SAF in Europe,” insisted Gallego. The trade body, whose members include the continent’s largest airline groups and low-cost carriers EasyJet, Ryanair, TUI and Volotea, is calling on policymakers to provide incentives to “supercharge the production of SAFs across
Europe—including competitive tax credits, funding, and support for nascent, emerging and established SAF projects or fuel producers.”
“We are all 100% aligned on the need to decarbonize,” Air France-KLM CEO Ben Smith said at the A4E summit. “But we have a disadvantage compared to competitors that do not have the same regulatory burdens. Many of our competitors have no SAF mandate, they don’t have carbon prices, and they don’t have national taxes on aviation.”
Air France-KLM is already the largest buyer of SAF since France implemented a SAF blending mandate of 1% in 2022, Smith noted. Two other European countries, Norway and Sweden, have SAF uptake obligations in place, of 0.5% since 2020 and 1% since 2021 respectively.
“I could advise my passengers to use a hub outside of Europe,” Lufthansa Group CEO Carsten Spohr lamented. “With no global playing field, we will price ourselves out of the market.”
His position is not new. The German flag carrier for years has warned that the EU’s Fit for 55 legislative package, particularly the SAF blending mandate, will “significantly weaken” the competitive position of globally operating EU airlines compared with non-EU airlines with hubs in, for instance, Istanbul, Doha, and Dubai. EU airlines will have to uplift SAF— which typically costs three to fivetimes as much as traditional jet fuel—for their short- and longhaul connections starting within the EU. Their non-EU counterparts will have to buy a SAF blend only for the flight to their hub and use fossil Jet-A1 for the onward long-haul flight.
Moreover, airlines will need to pay for their carbon footprint on intra-EU flights under the EU Emissions Trading System (ETS). The Fit for 55 initiative calls for reforming ETS and phasing out aviation’s free allowances by 2026. According to A4E analysis, the mandate will likely increase fivefold the cost of compliance to the ETS for member airlines to over €5 billion to €6 billion (up to $6.4 billion) annually. The EU’s existing ETS covers flights in and between countries in the EEA and to the UK and Switzerland.
Under the Fit for 55 initiative, airlines flying in the EU also will have to measure and report non-CO2 emissions per flight starting
in January. Several industry associations— including the Aerospace, Security, and Defense Industries Association of Europe (ASD) and IATA—call the requirement premature. “Formulating and implementing regulations based on insufficient data and limited scientific understanding is foolish and could lead to adverse impacts on the climate,” remarked IATA director general Willie Walsh.
The European Commission has acknowledged that its climate regulations could lead to the loss of traffic through EU airports and to carbon leakage. A review scheduled for 2027 will evaluate whether the new green policies resulted in distorted competition in the global air transport market and which remedies to take.
However, it snubs A4E’s criticism that its aviation decarbonization policy is all about “sticks,” as opposed to the U.S.’s Inflation Reduction Act. “[The mandates are] very much a stick, but we are also putting carrots in place,” stated Rachel Smit, a member of outgoing EU transport commissioner Adina Vălean’s cabinet.
Carrots already approved by the EU’s colegislators include the zero-rating of SAF under the ETS and the allocation of 20 million aviation ETS allowances to airlines between 2024 and 2030 to cover part or all of the price differential between SAF and fossil kerosene. “Airlines seem to like to overlook this scheme, which is worth [depending the price of carbon] around €1.6 billion to €1.7 billion and is money going directly to the airlines. The much-touted U.S. IRA is money going to the oil companies, and it’s not all going to SAF production,” an official of the European Commission’s department for mobility and transport told AIN
“For us, it is not whether we need the ReFuelEU or the American system of incentivizing SAF production. We need both,” said Vincent De Vroey, civil aviation director at ASD. “We need to lower the price [of SAF] and increase the production, and tax credits and incentives will help achieve that. But at the same time, we also need to guarantee that everybody will use it. That’s why we need the mandates that the ReFuelEU provides,” he explained. “The EU SAF mandate is actually an obligation for fuel producers to supply a SAF blend at the airport, so everybody will need to use it.”
He described the ReFuelEU for aviation as a “positive” regulation and one that the entire European “ecosystem” of airlines, airports, manufacturers, and air navigation service providers support. “Other regions are also moving into that direction, as the 5% CO2 emissions reduction objective by 2030—agreed upon by ICAO Member States at the end of last year— shows,” De Vroey told AIN
The SkyNRG SAF market outlook for 2024 lists the UK, Japan, Singapore, India, Brazil, British Columbia, Indonesia, and Malaysia as jurisdictions that introduced legislation to drive domestic SAF uptake in the last year. If all those policies materialize, they would bring the global demand to a targeted 9.2 million tonnes (3.1 billion gallons) and a mandated 6.9 tonnes by 2030. ReFuelEU mandates will drive SAF demand in the EU to close to 1 million tonnes in 2025— twice the global market in 2023—and reach 2.8 tonnes by 2030. Renewable fuel capacity announced to date would deliver 3.8 tonnes of SAF by 2030, with a total of 5.5 tonnes in the pipeline. “This suggests that a minimum success rate of 50% would have to be achieved to meet EU demand when not factoring in imports,” the SkyNRG authors note. “However, in 2024 we have identified an ongoing trend of delays in the sector, which means that actual SAF capacity in 2030 is likely to be lower than what has been announced.”
Accelerating domestic production will require the EU or its member states to increase financial support mechanisms, mirroring the U.S. Inflation Reduction Act. “In other words, we have the stick and we need to complement it with the carrots. This is why we welcome the inclusion of SAF on the single list of net-zero technologies in the EU’s Net Zero Industry Act as a first step into the right direction,” said De Vroey. He called the allowances earmarked for the use of SAF on ETS-eligible flights between 2024 and 2030 “an example of what we would call smart regulation,” incentivizing the right behavior by rewarding airlines to use SAF beyond the regulatory obligation level.
“The broader picture obviously is carbonneutral aviation—it’s not only about SAF,” said De Vroey. “We need to continue doing research on new kind of technologies, be it hydrogen or hybrid-electric, but also ultra-efficient engines and 100% SAF-capable, next-gen aircraft.” z
By Hanneke Weitering
After a spate of incidents involving nearmisses at airports in the U.S. in the last year, the National Transportation Safety Board (NTSB) has once again called on the FAA to develop a system that alerts flight crews to the risk of a runway incursion.
On June 20, the agency issued investigative reports on two high-profile incidents involving runway incursions at Austin Bergstrom International Airport in Texas and John F. Kennedy International Airport in New York. In those reports, the agency reiterated its recommendation that the FAA collaborate with aircraft and avionics manufacturers to devise an onboard safety alert system.
The same week the NTSB issued those reports, Honeywell Aerospace coincidentally began a three-week-long flight demonstration tour to show a system under development that does exactly what the NTSB requested.
Called Surf-A, Honeywell’s runway surface alert system provides a “third set of eyes” for pilots, Thea Feyereisen, a senior technical fellow at Honeywell Aerospace, told reporters during a flight demonstration at Boeing Field in Seattle.
Honeywell Aerospace has been flight-testing the Surf-A software on a modified Boeing 757 test aircraft, which the team flew around the U.S. and Europe in June to demonstrate the technology to airline officials and other stakeholders. If all goes according to plan, Surf-A could gain FAA certification and availability for retrofit in the next 12 to 18 months.
Surf-A issues aural alerts and optional text warnings on the navigation display to warn pilots of potential runway incursions, excursions, or other wrong-surface events, such as taking off or landing on a taxiway. The software uses GPS and ADS-B data in the runway engagement zone to monitor traffic and provides an aural alert to the pilot when its algorithms determine that the airplane is on a trajectory that could result in a collision in the next 30 seconds.
This year has already seen a staggering number of runway incursions. In the first quarter of 2024, the FAA counted 451 runway incursion events, up from 367 during that quarter of 2023.
According to the FAA’s runway safety statistics, about 1,700 runway incursions get reported in the U.S. every year. Roughly twothirds of them resulted from pilot deviations, while air traffic control issues and wayward ground vehicles account for the rest.
While collisions remain rare, close calls have become increasingly common. In many cases, those close calls are merely seconds away from an accident. By giving pilots earlier notice of a potential collision, Surf-A could save lives, Feyereisen said.
On January 2, five people died in a crash at Tokyo Haneda Airport when a Japan Air Lines A350 landed on a runway where a Japan Coast Guard Dash 8 waited to take off. Investigators determined that the Coast Guard aircraft entered the runway without clearance from ATC 40 seconds before the collision. Had the A350 been equipped with Surf-A, the crew would have heard a “traffic on runway” warning in time to execute a go-around.
Although the control towers at Haneda
Airport were equipped with a runway collision detection system, ATC failed to notice that the Dash 8 had entered the runway.
In a subsequent close call in April at JFK, ATC cleared a Swiss Air A330 to take off as four other jetliners were crossing the runway. The A330 crew noticed the error and rejected their takeoff clearance. That incident followed another close call at JFK in January 2023, when distracted pilots in an American Airlines 777-200 missed a turn while taxiing and crossed a runway without ATC clearance, putting them in the path of a Delta Air Lines 737-900ER on its takeoff roll. Airport surveillance detection equipment (ASDE-X) alerted the control tower of a potential collision, and controllers promptly canceled the 737’s takeoff clearance.
Had the aircraft been equipped with Surf-A, the pilots would have received the Honeywell alert 14 seconds before they received the alert from air traffic control, Feyereisen said.
While ASDE-X has repeatedly proven its worth, the system is susceptible to human error in ATC, Feyereisen explained. Furthermore, ASDE-X’s high cost has limited installation at only 35 of the busiest airports in the U.S. since its inception in 2003. z
By Cathy Buyck
Long-time ATR customer Air Tahiti signed a new purchase agreement with the Franco-Italian turboprop manufacturer for four ATR 72-600 aircraft. Deliveries of the twin turboprops are scheduled between 2025 and 2028 and will support the airline’s planned flight frequency and capacity expansion.
Air Tahiti has been deploying ATR aircraft for nearly 40 years to provide essential connectivity to the communities in Tahiti and the surrounding French Polynesian islands. The airline currently operates a fleet of 11 aircraft, comprising nine ATR 72-600s and two ATR 42-600s.
“Air Tahiti has been a cornerstone in Tahiti and its islands for more than 65 years, facilitating not just travel but a better quality of life. By ensuring our communities have easy access to essential goods, services, and cultural experiences, we’ve also helped boost the local economy and tourism,” said Air Tahiti CEO Edouard Wong Fat. “The ATR fleet has been pivotal in these efforts and it will continue to enable us to offer reliable and responsible connectivity.”
The French airline company also renewed its global maintenance agreement with ATR for eight years. Under the pay-by-the-hour maintenance package, ATR will provide
repair, overhaul, and pooling services of line-replaceable units.
To strengthen its aftermarket presence in Africa and the Middle East, ATR signed a letter of intent with Ethiopian Airlines Group subsidiary Ethiopian MRO to develop maintenance capabilities for ATR aircraft types. The agreement also calls for the establishment of a local spares stock to reduce response time for ATR operators in the region. It would also explore collaborative ways to train new ATR pilots with the Ethiopian pilot academy.
“Ethiopian MRO’s significant investments over the past years to expand their facilities, combined with their dedication to developing their capabilities, present a timely opportunity for ATR to provide better support to our African and Middle Eastern operators,” said ATR CEO Nathalie Tarnaud Laude. “We are confident this cooperation will help boost regional aviation locally and unlock further potential for growth for ATR. Our operators will benefit from an improved quality of service, lower maintenance costs, reduced downtimes, and lower emissions through the support of an experienced partner close to their needs.”
ATR established at the end of 2023 a regional field service representative in Ethiopia as a key initiative to be closer to its customers. z
GKN Aerospace is investing £4 million ($5.2 million) to advance Airbus’s Sustainable Wing Solutions (SusWingS) research and technology program. The company announced Wednesday that it will be stepping up its existing collaboration with the airframer, which has also enlisted Cranfield University and the University of Manchester to participate in the project.
The program’s objective centers on developing high-performance wings and environmentally conscious manufacturing processes. The overall £15 million budget includes an £8 million contribution from the UK government-backed Aerospace Technology Institute.
SusWingS will build on the progress achieved through Airbus’s Wing of Tomorrow program that focuses on a new approach to wing design. GKN delivered three fixed trailing edge assemblies to Airbus, which is now testing full-scale Wing of Tomorrow demonstrators in its facilities at Broughton and Filton in the UK.
Now the SusWingS partners will focus on developing single-sided fasteners for one-way assembly of wings, replacing the standard two-piece units. They also are targeting advanced carbon-fiber composite materials and numerical analysis models for predicting structural behavior.
According to GKN, the project will seek to validate ways to monitor and minimize the environmental impact of manufacturing processes. The partners will assess emissions and sustainability metrics such as volatile organic compounds, carbon dioxide, waste, water, and energy.
Airbus has worked on the SusWingS program for six months and expects to complete the project in the first quarter of 2026. C.A.
By Hanneke Weitering
As the aviation industry presses ahead with its sustainability ambitions, developers of electric, hybrid, and hydrogen-powered aircraft are grappling with the fact that new eco-friendly designs cannot deliver the same range, payload, and performance as their traditional gas-guzzling counterparts.
To address this conundrum and make “green” aircraft more competitive, TT Electronics is introducing a suite of high-voltage DC power conversion solutions that the UK-based company says will boost performance by enabling more e ffi cient, longerduration flights at higher altitudes compared with off-the-shelf components that are available today. TT Electronics announced the high-voltage DC power conversion solution Tuesday at the Farnborough International Airshow, where an example of a custom AltitudeDC converter is on display.
“What we’re seeing in terms of the urban air mobility market and even the civil and military aviation markets now is that our customers are after almost modified off-theshelf products,” Kevin Littler, head of business development at TT Electronics, told AIN. “They want something that’s quick and they don’t want to pay a lot of non-recurring
engineering costs for it, but they still want it to be suitable for their requirements.
“So, we are developing e ff ectively a set of modular building blocks that can then be used to quickly develop those specific power supplies for our customers.”
While the technology lends itself to urban air mobility vehicles such as eVTOL air taxis, Littler said the goal of AltitudeDC is to fulfill the needs of the civil aviation market. “Civil airliners will require high-voltage DC power conversion and military aircraft are going down that path, too,” he said.
With the push to electrify aircraft, the industry cannot continue to rely on AC power “because the cable weight and cable size would be huge,” Littler said. He explained that the electrification of the automotive industry faced the same issues as more electric ground vehicles have entered the market.
TT Electronics is collaborating with the UK’s Aerospace Technology Institute as well as other industry and academic partners to develop the AltitudeDC portfolio.
Separately, last week TT Electronics announced an expansion of its partnership with Parker Meggitt. The multi-million dollar agreement aims to develop complex electronic assemblies for commercial aircraft braking systems. z
After several years of studying the idea, Airbus unveiled a version of its popular A330 Multi-Role Tanker Transport (MRTT) based on the new-generation A330800neo airliner on Tuesday at Farnborough. Ofcially known as the A330 MRTT+, the aircraft will be powered by Rolls-Royce Trent 7000 engines.
The powerplant and an all-new wing ofer an 8% improvement in fuel efciency compared with the current MRTT, which Airbus based on the A330-200. The fuel load, held in wing tanks, remains the same at 111 tonnes, but the extra efciency equates to increased fuel ofoad capacity and/or improved range. Airbus claims the MRTT+ will have a 41% range advantage over the Boeing KC-46A Pegasus.
Parts commonality between MRTT and MRTT+ is around 95%, and Airbus does not envision the need for a dedicated trials aircraft. Computer modeling has predicted that the new wing will permit the wing-mounted refueling pods to maintain their performance.
Airbus will perform flight trials using a customer aircraft. When the first MRTT+ will fly depends on the market. Full launch of the program will coincide with the first order.
The MRTT+ will be delivered with Airbus’s A3R autonomous air refueling as standard, expandable to an A4R configuration that permits full control of the boom refueling operation.
TT Electronics’ new AltitudeDC power conversion solutions provide the building blocks that manufacturers can use to quickly develop custom power supplies for electric aircraft.
Airbus reports considerable interest in the MRTT+ as it continues to add to its overall MRTT order book, which now stands at 82 from 15 customers. The latest announcement is a repeat order from the Royal Saudi Air Force, which wants to add four more MRTTs. Canada is also introducing the A330 MRTT into service with a fleet of nine, including some second-hand airliners modified to MRTT standard. D.D.
By Cathy Buyck
ITP Aero is making good progress on the fullscale production of combustors for Pratt & Whitney’s GTF engine family in the UK. ITP expects to deliver the first combustor in the coming months at the Hucknall site in the East Midlands. It plans to start full-scale production next year.
The delivery of the first combustor in the coming months represents a “significant achievement” for ITP Aero, the former RollsRoyce subsidiary remarked. In 2023, ITP Aero solidified its partnership with Pratt & Whitney by signing an agreement to manufacture combustors for the GTF engine family. Since then, ITP Aero secured approvals to collaborate with the engine maker on ways to meet growing demand.
“Expanding ITP Aero’s support of the GTF program will ensure Pratt & Whitney meets the historic demand for this engine,” said Dave Emmerling, vice president of commercial aftermarket and partnerships at Pratt & Whitney.
The Spain-based aero engines and components group gained full ownership of RollsRoyce’s former site at Hucknall when it was sold to Bain Capital in 2021. Its independence from Rolls-Royce allowed it to diversify its manufacturing and aftermarket businesses and use its advanced capabilities and technologies to win contracts with other engine manufacturers.
The 2023 agreement with Pratt & Whitney marked “a pivotal milestone in our strategic plan, leveraging our technologies and capabilities within the UK to drive business growth with a key customer,” said ITP Aero Group CEO Eva Azoulay. z
EVA Air has placed an order with GE Aerospace for GEnx engines to power the additional four Boeing 787-10s it purchased in May.
The Taiwanese airline currently operates 15 GEnx-powered Boeing 787s, and they have demonstrated “outstanding fuel burn, performance, and reliability,” said EVA president Clay Sun. “The additional engines will help us further expand our fleet to manage our growing route schedule.”
GEnx-1B engines power two-thirds of all 787 aircraft in operation today. Since its introduction in 2011, the GEnx engine family has accumulated more than 56 million flight hours. It stands as GE Aerospace’s fastest-selling high-thrust engine to date, with nearly 3,000 engines currently in service or on backlog, including spare units.
“We’re thrilled EVA has selected our high-performance GEnx engine to power its fleet expansion,” said Russell Stokes, president and CEO of commercial engines and services at GE Aerospace. “We look forward to ensuring GEnx engines continue providing outstanding economic and operational performance.”
C.B.
GE Aerospace’s GEnx-1B engines will power four Boeing 787-10 Dreamliners that EVA Air purchased in May.
By Cathy Buyck
In a groundbreaking initiative to advance South Korea’s aerospace industry, FDH Aero has signed a cooperation agreement with Sacheon City to grow and promote the country’s emerging space sector.
The country established the Sacheon-based Korea Aerospace Administration (KASA) in May this year to support its ambitious plans to send robotic landers to the moon and Mars within the next two decades. It also aims to pursue emerging space technologies, such as asteroid mining and satellite data utilization.
FDH, a California-based provider of supply chain solutions for aerospace and defense
customers, will deliver consulting services for Korea’s nascent space industry and lead the development of joint space projects both in the region and across the globe. The agreement takes effect immediately and will last at least two years.
“Our operations in the region have seen tremendous growth in recent years, and we are committed to leveraging our knowledge and connections to foster industrial cooperation and establish a global supply chain for Korea’s aerospace and defense industry,” said Cody Ho, FDH Aero’s managing director for the Asia-Pacific region.
Turkey’s Freebird Airlines has selected RTX subsidiary Collins Aerospace to provide a software solution that will enable the airline to improve operations across its A320 fleet of aircraft.
Freebird Airlines will implement Ascentia, a cloud-based data management and analytics platform, to provide a holistic view of aircraft maintenance. It will use the Collins solution to analyze maintenance data, allowing the air service to predict and reduce aircraft-on-ground events, lowering maintenance costs and improving the passenger experience.
This new agreement adds to a suite of
solutions currently used by Freebird Airlines, including OpsCore for aircraft flight tracking, Arinc Hermes for smart ACARS (aircraft communications addressing and reporting system) message management, and GlobalinkSM for communication services.
Founded in 2000 and holding two diferent registrations in Malta and Turkey, Freebird operates as an international airline with a fleet of 14 Airbus A320s.
“This collaboration with Collins Aerospace marks a significant step forward in our maintenance operations,” said Kerem Güngörmez, maintenance manager at Freebird Airlines.
Executives from FDH Aero and officials from Sacheon City in South Korea celebrate an agreement to send robotic landers to the moon and Mars within the next two decades.
Dae-Woong Jeong, director general of Sacheon City Bureau Aerospace Industry, said the partnership with FDH will “accelerate the growth of Korea’s space industry expertise.”
The Korean government has announced plans to form joint projects with other space research organizations, including NASA, and explore the possibility of economic cooperation with emerging countries that do not yet have formal space programs. It hopes that KASA will lead to the creation or further development of more than 2,000 aerospace companies, 500,000 quality jobs, and a significant presence in the global market, estimated at $291 billion. z
“By leveraging the advanced capabilities of Ascentia and Collins’ integrated software solutions, we can enhance our maintenance, repair, and overhaul efciency, reduce engineering costs, and improve our ability to predict and prevent on-the-ground events. This will ultimately result in a more reliable and cost-efective service for our passengers.”
“Our software solutions allow Freebird to digitally transform their operations, using data-driven insights to inform proactive maintenance decisions that provide a high level of operational availability of their fleet,” said Nicole White, VP business development for Connected Aviation Solutions at Collins Aerospace. P.S.-S.
Even incremental progress can make a positive contribution when scaled up over large fleets, such as the 1% improvement in fuel burn efficiency Rolls-Royce is preparing to introduce on its Trent XWB-84 turbofan for the Airbus A350-900 with modifications to the compressor system.
For the past three years, CFM has advanced its planned Revolutionary Innovation for Sustainable Engines (RISE) program for the long-envisioned, next-generation single-aisle airliners meant to replace the ubiquitous Boeing 737s and Airbus A320s. The objective is to be ready with a propulsion solution whenever the airframe behemoths show their hand.
At the same time, they are placing longerterm bets on a variety of options for new hybrid-electric powertrains that could power aircraft ranging in size from general aviation aircraft to regional airliners, and potentially even single-aisle narrowbodies.
RTX business units Pratt & Whitney and Collins Aerospace o ff er a prime example. Through programs including the European Union-backed HECATE (hybrid-electric regional aircraft distribution technologies), STEP-Tech (scalable turboelectric powertrain technology), and SWITCH (sustainable water injection turbofan comprising hybrid electrics), the group is drawing expertise not just in engine-making but also in electrical systems to edge up from power ratings of 500 kilowatts to the 20-megawatt class needed for future narrowbodies.
Looking further ahead, Airbus sees hydrogen propulsion in its future. Behind the scenes, the company is evaluating which of three concepts from its ZeroE program it might pursue to meet the objective of delivering an aircraft capable of carrying 200 people around 2,000 nm by 2035. Rolls-Royce already has started evaluating hydrogen as a fuel in one of its Pearl business jet engines as it explores options for scaling up the technology.
Then there are the impatient start-ups, including companies like ZeroAvia, pressing hard to convert existing regional airliners to hydrogen. Others like Heart Aerospace and Maeve are working on clean-sheet aircraft carrying 30 and 80 passengers, respectively,
and settling for hybrid-electric propulsion—at least for now.
In the defense sector, the main technological developments are all encapsulated in the Global Combat Air Program, a sixth-generation fighter under development by the industries of the UK, Italy, and Japan. A large model of the latest shape of the crewed fighter is on show in the BAE Systems hall, surrounded by individual displays of many of the contributing technologies.
While the new fighter naturally employs advanced aerodynamics and more powerful and efficient engines, and the shape reflects a continued need for stealthiness, it is what lies within—and around—the fighter’s skin where one would find the main technological advances.
Sensors such as radar, infrared, and electronic warfare systems provide a level of situational awareness that has hitherto been the stuff of dreams. All of the aircraft’s systems are linked, with data fused automatically within the system. Artificial intelligence is ubiquitous, handling the enormous amount of data that the sensors gather on board and presenting the pilot with clear information that is relevant to the mission.
That’s not all: The GCAP fighter is intended to act as the core of a “system of systems” that includes numerous uncrewed air vehicles— variously called loyal wingmen, remote carriers, or collaborative combat aircraft—ranging in size from large complex fighter-type vehicles to smaller cruise missile-style systems. They support the combat force by undertaking the “dull, dirty, dangerous, and difficult” aspects of the mission.
All these systems—and many more o ffboard sources such as airborne early warning and reconnaissance aircraft, surface sensors, and even network-enabled weapons—contribute data into the overall network, or “combat cloud,” requiring even more computing power and AI algorithms to turn it all into actionable intelligence while devolving many of the less critical tactical decisions to the network itself. z
Airbus says it is investing in sustainable aviation fuel (SAF) technology pioneer and producer LanzaJet, underscoring the aerospace giant’s ambition to catalyze the global development of ecofriendly biofuels.
LanzaJet and Airbus did not specify the amount of the investment, but LanzaJet CEO Jimmy Samartzis called the contribution from Airbus “important” for the growth of the company. The investment will support the development of alcohol-to-jet (ATJ) pathways, or the process by which alcohol from biomass gets converted to SAF—an important step required to produce the alternative fuel at scale. It will enable LanzaJet to expand its capability and capacity to scale its proprietary ethanol-to-SAF technologies.
“Sustainable aviation fuels are one of the most important levers available to decarbonize aviation, but their production is still limited,” said Airbus chief sustainability officer Julie Kitcher. “Our partnership with LanzaJet demonstrates Airbus’ commitment to working with leading energy technology suppliers to explore innovative production pathways and scale SAF.”
LanzaJet’s technology uses low-carbon ethanol to create SAF that reduces emissions by more than 70% compared with fossil fuels. SAF produced through LanzaJet’s ATJ technology is an approved drop-in fuel compatible with existing aircraft engines and associated infrastructure, the OEM said.
The company expects to operate the world’s first commercial-scale production of ethanol-to-SAF at LanzaJet Freedom Pines Fuels. Located in the U.S., the plant will produce SAF and renewable diesel from low-carbon and sustainable ethanol and serves as a blueprint to scale SAF production. P.S.-S.
We invent them. We design them. We build them.
And one day, we let them soar.
We were meant to fly.