DUBAI AIRSHOW NEWS
DAY 1
NOVEMBER 13, 2023
AINONLINE.COM
DEFENSE Best-seller Dassault’s Rafale has made big inroads in the Middle East | 12
STEALTH First flight Northrop Grumman’s B-21 Raider took to the California skies on November 10 | 24
ROTORCRAFT Dubai debut DAVID McINTOSH
The UAE’s Al Fursan (Knights) MB-339As accompany an Emirates Airbus A380 during a pre-show rehearsal.
OEMS Business jets
UAE POISED TO PROSPER By Peter Shaw-Smith Expectations at Dubai Airshow 2023 run high as the international show circuit resumes normal service after three years of upheaval. Event planners aim to present a desert futurefest to outshine previous proceedings and “put the UAE at the forefront of aviation.” However, the wider context of the extreme security crisis around Israel’s conflict with Hamas looms large over this week’s show given the all-too-real potential for the conflict to spark a wider regional conflagration. The circumstances will undoubtedly be part of the chatter between defense exhibitors and their customers and partners. One cannot overlook the prospect of war undermining post-Covid economic recovery of the air transport sector either.
Two Korean helicopters arrived for their Dubai Airshow flying display performance | 26
Gulf airline order books are a perennial focus of the event, and although backlogs and delays at the main airframers have bedeviled the region’s widebody fleet renewal, hopes will be high for the show to stage some big-ticket deals. Traditionally, except for a few stand-out marquee orders, the activity from previous Dubai Airshows had fallen somewhat short of the Paris events that precede them, said IBA chief economist Stuart Hatcher. “It is no secret that [Emirates Airline president] Tim Clark has been suggesting that Emirates will be placing a large order very soon,” he said. “By my reckoning, they need another 150 or so A350s and 787s to add to the 195 777X/A350/787s already on backlog if they want to factor in growth.” Emirates announced a record half-year profit on Thursday continues on page 25
Gulfstream’s G700 is on the last stretch to achieve certification and begin deliveries | 30
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Chinese jet trainers arrive for Dubai display By David Donald
The Hongdu L-15 advanced trainer can pump out different-colored smoke from its two engines.
China’s National Aero-Technology Import and Export Corporation (CATIC) is displaying a pair of Hongdu L-15A advanced trainers at the Dubai Airshow. One aircraft sits on static display at the company’s outside exhibition, and the other participates in the flying display, exhibiting its maneuverability and the ability to generate different smoke colors from its two engines. The aircraft arrived in Dubai after flying from Xinjiang in China with a refueling stop in Pakistan. When they arrived they bore serials L15 64 and L15 65 (based on their construction numbers), although the nomenclature was
subsequently removed. Local interest in the L-15 is high. The UAE signaled its intention to order the type to replace its aging BAE Systems Hawk advanced trainers in February 2022. A year later China’s AVIC announced a UAE order for 12, plus 36 options, at the IDEX exhibition in Abu Dhabi. The aircraft are subsonic L-15As with AI-222-25 non-afterburning engines. Speculation has surfaced that the first 12 are intended for service with the UAE’s Al Fursan aerobatic display team to replace the Leonardo MB-339As currently in use. Initially developed with assistance from
Russia’s Yakovlev OKB, which designed the similar Yak-130, the L-15 has gone in limited numbers to China’s air force with the local designation JL-10. Zambia served as the first export customer, buying six, and Ethiopia has also reportedly ordered the type for light fighter duties. Light fighter/attack versions can be powered by afterburning AI-222-25K engines. The L-15’s engines initially came from the OEM, Ukraine’s Ivchencko-Progress. Supplies to China have ceased due to political issues associated with the Russian invasion, but China reportedly has developed a replacement. z
Spanish start-up Crisalion introduces Integrity eVTOL aircraft Spanish start-up Crisalion Mobility is introducing its Integrity eVTOL aircraft at the Dubai Airshow. The company, which recently rebranded from its former name Umiles Next, says the aircraft will carry a single pilot and five passengers on flights of up to 100 km (63 miles) at a cruise speed of 180 km/h. According to Madrid-based Crisalion, it has raised just over $16 million and is preparing to start another funding round in the first quarter of 2024 with support from the BlueBull investment bank. The company says it envisions applications including air taxi flights, emergency medical services, cargo operations, and tourism. Announcing the program launch on November 8, Crisalion said it has already flown a subscale technology demonstrator. It added that the Integrity will use its patented FlyFree technology, which it described as “a stability system that controls the aircraft movements in all directions” using rotor-control software. In recent months, founder and CEO Carlos Poveda Rey has strengthened his management team with the appointment of Manuel Heredia as managing director, Oscar Lara as chief operating officer,
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and Gustavo Rodriquez as chief technology officer. It is now recruiting more specialists. The company, which launched in 2019 as Umiles Next, has not said when it aims to complete type certification of the Integrity model, with which it will target both passenger and freight operations. The company intends to develop a remote control center for ground vehicles in Spain, which it says “will be tested soon in real-world private environments.” C.A. With more than $16 million raised, Crisalion plans to field the Integrity eVTOL aircraft, capable of carrying five passengers up to 100 km.
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Uniquely able to fold its wingtips, Boeing’s massive 777X can fit into the gates at any airport where current 777s now fly.
Boeing 777X shines in Dubai skies By Kerry Lynch Boeing is approaching a key milestone in its progress toward certification of the 777X— type inspection authorization (TIA)—as it continues to target 2025 for U.S. FAA approval. The company brought flight test vehicle WH001, a 777-9, to the Dubai Airshow this week as it looks to build momentum and perhaps reassure customers about the program that has garnered orders for well over 300 of the widebodies. TIA would kick off formal FAA participation in flight testing toward certification credit. The test program already has accumulated 3,000 hours and 1,000 cycles, and John Dyson, senior product and services marketing specialist for Boeing, said the company has conducted most of the testing planned for the FAA certification flight trials in advance of TIA. “TIA is really the big milestone that once we hit it, [we can] kind of a sprint through the flight test program,” he said, adding that the company has worked closely with the FAA all along and that it continues to learn from its other programs, including the 737
Max 7 and Max 10. While unable to provide a definitive time for certification, he said that based on the remaining work balance, the company expects the 777X to enter into service “sometime in 2025.” The development program has four aircraft in flight test. Dyson called WH001 “the workhorse of our fleet,” but three participate in various aspects of flight controls, avionics, and other testing. Boeing fit the fourth with a full interior mockup to test the cabin components. Launched in 2013, the 777X uses new GE9X engines, which produce a record 134,300 pounds of thrust, according to GE Aerospace. The design produces a 10 percent improvement in specific fuel consumption over the GE90-115B, which powers the 777-200LR and 777-300ER. Dyson said the engines have run “well within the fuel efficiency projections.” Other features include composite wings with folding wingtips. The folding wingtips build on Boeing’s expertise through its F-18 and are built in Saint Louis, across the street from the F-18 production site. Dyson
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explained the importance of the folding ability given the aircraft’s 235-foot span, the longest in the industry. The feature ensures the ability to park at existing gates at more than 200 airports globally. “Wherever a triple seven applies today, this airplane can fly as well,” he said. The aircraft also has a lower cabin altitude of 6,000 feet, four additional inches of cabin width that permits 10-abreast seating, and other technologies and advancements borrowed from the 787. Boeing remains in negotiations over the launch operator, with a few seeking that position. Overall, Dyson said interest has picked up in the aircraft as it has begun to regain momentum in the certification program, characterizing sales activity as “really busy.” Originally slated for certification in 2020, the program had encountered delays primarily as Boeing assessed what it would need from a more regimented FAA certification program. The delays have hindered fleet replacements as the 777 no longer has a direct competitor in its space. To that point, Dyson noted: “There’s nothing that can replace a 777 but a 777.” z
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CFM boosts Leap engine MRO at Abu Dhabi shop By Charles Alcock The Middle East continues to generate growth In a briefing ahead of the Dubai Airshow, for CFM International’s Leap engines, account- CFM president and CEO Gaël Méheust told ing for almost 400 of the company’s backlog reporters the manufacturer aims to deliver of 10,000-plus units. The pending deliveries 1,600 engines this year, which would amount in the region have prompted the opening of to a 45 percent increase over its 2022 camSanad’s new maintenance, repair, and overhaul paign. This year, the Leap backlog has center for the turbofans, which the company grown with large orders, such as Air India’s record-breaking order for 800 Leap-1A and inaugurated in Abu Dhabi last Thursday. The facility became the first Leap support -1B engines to power its new narrowbody fleet. center specifically tasked with supporting Supporting A321XLR Test Flights operators across a vast territory spanning the Middle East and North Africa, as well as South Meanwhile, work continues in support of Asia. It will fulfill services covered by the Airbus’s plans to bring the new longer-range 11-year shop visit offload agreement signed A321XLR jet to market. In October, the during the Paris Air Show in June with CFM Leap-1A engines powered the first test flight parent companies GE Aviation and Safran. with passengers on board and they now power Abu Dhabi’s sovereign wealth investment two of the three test aircraft. CFM says they group Mubadala owns Sanad. will deliver 34,000 of thrust to support the The MRO center has operated since July XLR’s 4,700 nm range with up to 220 passenand has already completed work on the first gers, without any hardware changes. CFM’s engineering team has seen progress Leap engine for Flydubai. It expects to receive more than 450 Leap-1A and -1B units from with several issues relating to the durability operators of the Airbus A320 Neo and Boeing of the Leap engines, including lower time737 Max narrowbodies, respectively. on-wing for operators in the Middle East and CFM recently announced plans to open a North Africa where dust and high temperanew MRO shop in India that will open in 2025 tures have taken a toll. According to CFM executive vice president with capacity for around 300 shop visits. In 2024, it plans to open a major new support Karl Sheldon, the company has developed facility in Belgium. new blades and nozzles to achieve improved Nearly 200 Leap-powered airliners now cooling flow. Those improvements should be fly in the region. Local operators include the available for installation in 2024. The engine following: Air Arabia, Arkia, Flyadeal, Fly- already has run 3,700 cycles during endurance dubai, Flynas, Gulf Air, Iraqi Airways, Kuwait tests so far, including the use of special dust Airways, Oman Air, Qatar Airways, SalamAir, and sand rigs to replicate conditions experiand Saudia. For now, that still accounts for enced by local operators. less than 10 percent of the 2,900-strong global Another improvement has involved a redefleet of aircraft using the turbofans. sign of the housing and the solenoid of the
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CFM has developed fixes for Leap engine durability issues to support growth of the Middle East fleet. starter air valve to mitigate high vibrations experienced on the fan case of the Leap-1A engine, resulting in flight delays and cancellations. CFM plans to roll out the update for the in-service fleet next year. CFM is also tackling non-synchronous vibration on the number-three bearing housings of both the -1A and -1B turbofans, resulting in some aerodynamic instability. This too has resulted in a redesign that will become available in the coming months. Sheldon said engineers made the improvements possible with analysis of the high volume of performance data coming from the Leap’s sensor suite. The company is addressing incidents of carbon buildup, or coking, in the fuel nozzles with improvements to the reverse bleed system, consisting of a series of pipes and a blower on the outside of the engine. It expects the upgrades to counteract the impact of heat from the engine rising to the upper hemisphere of the engine when it shuts down at the end of a day’s operations. The new reverse bleed system will pull the hot air under the cowl to keep the nozzles cooler and prevent the build-up of carbon. In pursuit of the objective of delivering another 20 percent reduction in carbon emissions for new generation airliners anticipated around 2035, CFM RISE program engineers have accelerated work on the open fan concept, expected to deliver a bypass ratio higher than 50, compared with 12 for the Leap and 10 for the earlier CFM56. GE and Safran are exploring the potential for a hybrid-electric powertrain based on the technology and also the use of hydrogen fuel in place of jet-A or sustainable aviation fuel. z
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The ‘late bloomer’ Rafale is now ubiquitous in the Middle East.
Dassault’s Rafale is now the Gulf region’s best-selling fighter jet By Reuben F. Johnson If the term “late bloomer” could be applied to a fighter aircraft, Dassault Aviation’s Rafale would likely win the title. The design of the aircraft dates to the late 1980s, when early demonstrator versions of the aircraft flew at Le Bourget and other international air shows. The program was slow to gain traction in the export market, having lost previous competitions two decades ago in nations such as South Korea and Singapore. However, in the past two years, the Rafale has collected more orders than any Western aircraft apart from the Lockheed Martin F-35. One of the largest of those contracts came from the UAE, whose 80-aircraft order shunted aside the F-35, negotiations for which the Gulf country previously had held with Washington. The procurement will make the UAE the largest operator of the Rafale after the French Armée de l’Air. Since it entered production in the 1990s, Dassault has delivered or holds orders for 453 Rafales in its three different
variants. Foreign sales account for roughly 60 percent of that number, following a Dassault tradition of exporting as many or more of its fighter models than it sells to its domestic military customer. Besides the order from the UAE for 80 aircraft, Egypt has taken delivery of 24 Rafales and has placed an order for another 30 while Qatar has 36 in service and holds options for another 36. Both Iraq and Saudi Arabia have expressed interest in the aircraft. The latter has outlined a future requirement for 100 to 200 new aircraft. Outside the Middle East, the Rafale has been ordered by India, Greece, Indonesia, and Croatia, while other potential customers include Serbia and Colombia. Consequently, France’s share of the world arms export market has increased from 7 percent in 2021 to 11 percent last year. The India procurement ranks as one of the most important deals for Dassault after the UAE sale. New Delhi ordered 36 aircraft for its air force in 2012 and 26 Rafale M
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carrier-capable variants in July of this year for operation aboard the Indian Navy’s first indigenous aircraft carrier INS Vikrant. India would become only the second nation to operate the carrier version of the fighter after France’s Marine Nationale. Dassault Aviation CEO Eric Trappier told journalists at the Paris Airshow in June that Moscow’s invasion of Ukraine in February 2022 could change the competitive balance for fighters. “Some countries do not want to buy Russian anymore, but also do not want American [ jets],” he said. “So, France can be that country that traditionally is a little bit more neutral.” Sanctions placed on Russia have also made it problematic for Moscow’s jet makers to support the aircraft still in service with foreign customers. The Indian Navy chose the Rafale not just because of the neutrality issue but for other, more practical reasons. India has been a traditional customer of Dassault, having purchased the Mirage 2000 fighter before signing for Rafales. Meanwhile, the French company has created several major joint venture agreements with Indian industry as part of New Delhi’s defense procurement offset requirements. The aircraft has also shown its capability in austere environments not only with its operation in India but also by virtue of its previous deployments by French forces operating in Afghanistan, Libya, Mali, and Syria. The F-35, while stealthy and offering numerous fifth-generation attributes such as an internal weapons bay and its famous Distributed Aperture System, presents more of a maintenance and servicing challenge in such conditions. Dassault’s marketing pitch has long stressed the ability of the aircraft to carry out multiple missions, calling it the “Omnirole” fighter. The Rafale’s cockpit also features some of the most advanced automation in the design of the pilot interface, which includes a single power lever controlling the two engines. The latest active array (AESA) variant of the Thales RBE2 radar gives the operator full situational awareness of the battle space. A French pilot at the Le Bourget show commented on this point, stating, “There’s just no comparison. The Rafale can be sent on so many different missions. As a pilot that’s extremely rewarding.” z
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ACCELERATING TECHNOLOGY EVOLUTION
The Boeing 737 Max 10 EcoDemonstrator followed by NASA’s DC-8 Airborne Science Lab participate in the latest studies on the effects of SAF on contrail production.
737 EcoDemonstrator tapped to study SAF contrail contributions By Gregory Polek While estimates of the extent to which the use of sustainable aviation fuel (SAF) reduces CO2 emissions in aircraft can vary, aerospace manufacturers generally cite an 80 percent lifecycle carbon emissions benefit for 100 percent SAF. Scientists know less about how the contrails produced by SAF emissions differ from those generated by kerosene, prompting Boeing to partner with United Airlines and NASA to study the distinction with its latest EcoDemonstrator aircraft. Contrails, or the persistent condensation trails produced when airplanes fly through cold, humid air, can trap heat in the atmosphere, some of the latest research suggests. To learn more, Boeing in early October began flying a CFM Leap-1B-powered 737 Max 10 destined for United Airlines on 100 percent sustainable aviation fuel (SAF) and conventional fuel in separate tanks, alternating the fuels during testing. Studying multiple fuels with the same engine allows researchers to differentiate the emissions reductions resulting from advanced engine technology from those resulting from advanced jet fuel chemistry. Although the sample of results from last month’s testing remains too small to draw any conclusions, researchers from Boeing, NASA,
GE Aerospace, and German aerospace research center DLR expressed optimism over the observations from the first three weeks of trials. Speaking late last month from Boeing offices in Seattle, DLR research team lead Christiane Voigt explained some of the science behind SAF’s effect on the production of contrails. “These sustainable aviation fuels have a lower aromatic content and these are precursors to the soot particle emissions and the soot particles are the precursors for the ice crystals and contrails,” she noted. “Science tells us that warming from contrails might be as large as the warming from CO2 emissions.” NASA’s DC-8 Airborne Science Lab flies behind the 737 to measure emissions produced by each type of fuel and contrail ice particles. Nicki Reid, operations engineer/DC-8 mission manager for the NASA Airborne Science Program, explained that the DC-8 flies between four and five miles behind the EcoDemonstrator while the research team alternates from one fuel to another in the Max 10. “We’ll fly through for maybe 20 or 30 minutes sampling on jet-A, and then as we’re coming back through, we’ll make a turn and fly through that exact same position in the air so that we’ll have the same humidity, the same altitude, we’ll have the engines running at the
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same power and we’ll direct the Boeing team to switch to the SAF so that we can determine the actual difference between both of those fuels,” she said. The most recent EcoDemonstrator flights build upon testing in 2021 and 2022 on a 737 Max 9 and a 777-200ER, respectively. Analysis of the resulting data confirmed that the use of paraffinic SAF yields “dramatic” particle emission reductions, the extent to which depending on the chemical composition of the SAF used. “We know from ground measurement tests that we reduced soot emissions when we go with paraffinic fuel relative to higher aromatic fuels,” explained Boeing emissions technical fellow Steve Baughcum. “And because it was a synthetic fuel and never really had any sulfur in the feedstocks, it’s a low-sulfur fuel for us so that we expect both to reduce soot emissions and the volatile aerosols that are being produced by the aircraft. So we can basically explore how those reductions change the contrail properties that we measure in the aircraft.” Funded by the FAA’s Ascent Center of Excellence, the SAF for the most recent studies comes from World Energy in California. While Boeing has set a target date of 2030 to begin delivering aircraft compatible with 100 percent SAF, company v-p of product development Mike Sinnett explained that the transition will require examination of the long-term effects of using the fuel on each aircraft component that touches fuel. Sinnett added that researchers know that running 100 percent SAF in aircraft that have had long-term exposure to jet-A could result in seal damage. SAF lacks the aromatics contained in jet-A, which helps seals swell to prevent leakage. Although they know running 100 percent SAF on a new airplane not exposed to conventional jet fuel might not affect the seals, the long-term effects on the entire fuel system and other parts of the airplane such as the wings and engines need further study. “The other issue is the density differences change how you gauge the fuel,” noted Sinnett. “We account for that in the flight test environment, but certainly over the longer term we’ll have to make sure that our fuel gauging systems or fuel quantity systems can account for a much broader range of densities that we see today in conventional jet fuel.” z
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UAE’s Saab GlobalEye fleet to grow next year By David Donald Saab expects to fly the fifth GlobalEye multi-sensor airborne early warning and surveillance aircraft for the UAE imminently. Although the Swedish company hasn’t announced the delivery schedule for the fourth and fifth examples of the uncrewed aircraft to the Emiratis, it plans to hand over those sometime next year. As the launch export customer, the UAE ordered two GlobalEyes in November 2015 and exercised an option for a third aircraft in February 2017. Saab delivered the first in April 2020 and the last in February 2021, shortly after the announcement of a follow-on order for two more. On April 3 aircraft number 4 took to the skies at Linköping after modification to the GlobalEye standard, and it is now nearing the end of its trials campaign ahead of delivery to the UAE next year. The fifth aircraft will make its first post-modification flight in the coming weeks and, judging by the previous interval between the first flight and delivery, it should complete the UAE fleet before the end of 2024. Saab added new, undisclosed capabilities to the fourth and fifth aircraft, highlighted by additional fairings on the sides of the cabin. The company noted that the capability enhancements account for part of the company’s spiral approach to GlobalEye development. It also suggests that they are retrofittable and that the first three aircraft likely will also gain the new equipment. GlobalEye scored its second sales success in June 2022, when the Swedish government
The UAE’s fourth GlobalEye lifts off from a snowy Linköping on its first post-modification flight in early April. The unpainted aircraft highlights the new fuselage-side fairings.
ordered two aircraft—designated S 106—for the air force, with two more on option. Saab has procured two Global 6000s from Bombardier and has secured the supply of an additional pair to meet the demand if Sweden opts to exercise the option. Bombardier handed over the first of the Swedish aircraft to Saab in July, although the aircraft remains in North America for cabin work. Plans call for its delivery to Linköping before the end of this year for induction into the GlobalEye modification process. Sweden has stated a requirement for service entry in 2027. Along with the contracted work, 2023 has been a busy year for the GlobalEye program. Discussions continue with neighbors Denmark and Norway regarding the potential of operating GlobalEyes, noting the opportunity for a partnership with the Swedish aircraft. Current E-3 Sentry operator France is also showing considerable interest and has sent personnel to Sweden to fly in the aircraft. Earlier this year Saab responded to the NATO Support and Procurement Agency’s request for information regarding the Alliance Future Surveillance and Control program to replace NATO’s E-3 force. The company has made some additions and alterations to the GlobalEye configuration to ensure that fully complies with the alliance’s requirements. Saab also is pursuing the Republic of Korea’s E-X Phase 2 requirement to add four AEW aircraft to the four Boeing Peace Eye 737s it already operates. Saab’s bid has been dubbed WatchEye. It expects a request for proposals soon, and Saab’s response includes a high
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degree of Korean industrial participation. The bid also includes a number of alterations to the configuration employed by the Emirati and Swedish aircraft. Most notable is the move to provide a 360-degree radar coverage capability with the addition of a forward-looking radar in the belly fairing, and a rear-facing antenna in the tailcone. The new radar system works in the X-band, bringing additional capability to the current S-band Erieye-ER radar and L-band IFF system. In the meantime, the two Saab 340 airborne early warning and control aircraft made redundant by the UAE air force—and returned to Saab following the receipt of the GlobalEyes—will soon find a new home in Poland. The delivery schedule remains unannounced but, with no major changes to the aircraft, they appear likely to return to operation shortly. Saab hopes that, as in the case of the UAE, experience with the 340s will naturally lead to Poland becoming a GlobalEye operator in the future. For potential future customers Saab would almost certainly base the aircraft on the Global 6500 as Bombardier phases out Global 6000 production. Changes found in the 6500 involve mainly avionics and engines, and the porting of the mission system to the new model is straightforward. The change comes with benefits, too, with Saab noting that the new Rolls-Royce Pearl 15 engines would enable an increase in typical endurance from 13 hours, up from the 11 to 12 hours achievable with the 6000’s BR710 powerplant. z
Edge Group provides one stop shopping By Reuben F. Johnson Edge Group’s prominent position in the Dubai Airshow’s exhibition hall not only reflects the company’s importance to the UAE’s export base but highlights its commitment to localization as part of the “Make in the Emirates” initiative. Established to integrate a combination of activities under one corporate umbrella, Abu Dhabi-based Edge now maintains a corporate footprint on five continents, among which export sales account for some 35 percent of its revenues. According to Edge Group international business director Miles Chambers, although the UAE still accounts for the company’s biggest market, it maintains competitive advantages internationally thanks to three key areas of product emphasis. “One is autonomous systems,” said Chambers. “A second is smart munitions. And an important third is electronic warfare.” In autonomous systems, Edge has participated in the market for unmanned aerial vehicles (UAVs) for years, designing and producing small tactical QX series, loitering munitions, and UAVs for intelligence, surveillance, and reconnaissance missions. One of the larger UAV designs, named
Reach-S, can perform both combat and ISR missions. According to Edge representatives, the vehicle’s endurance extends up to 24 hours and allows for integration with a satellite communications system. The UAVs presented by Edge “are of local design and manufacture,” continued Chambers, “and the intellectual property is all UAE origin and ownership.” Chambers also discussed how Edge has also worked with local firms in other, non-aerospace industries to develop applications that can make use of its expertise in autonomous systems technology. For example, the company has developed unmanned surface vehicles (USV) in cooperation with a shipbuilding firm in Abu Dhabi. USVs have featured prominently in the conflict between Ukraine and Russia and carried out strikes against ships in Moscow’s Black Sea fleet. Another high-profile attack by Ukrainianmade USVs saw the platforms employed in an August 2023 attack on the $4 billion Kerch Straits bridge, built to connect the occupied Crimea peninsula with the Russian mainland.
Precision Strike and Electronic Attack Edge also offers a variety of precision-guided munition kits with a range of seeker heads.
Abu Dhabi-based Edge is committed to local manufacturing, and the UAE is its largest market.
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The seekers can carry either a GPS-based or an infrared imaging guidance system, providing a high-accuracy/low circular error probability solution at ranges of 30 to 120 km. Another of Edge Group’s divisions, Halcon, goes beyond bomb kits and designs and builds complete precision-guided weapon systems. One of the examples—the SkyKnight air defense missile system—employs mission launcher units that can launch five projectiles in one second. A SkyKnight naval missile launcher design and prototype appeared on display two years ago at the 2021 Dubai Airshow. Development of the system had begun only slightly more than a year before, in August 2020, setting an almost record design timeline for the complexity involved in a naval air defense system. Edge has cooperated with Germany’s Rheinmetall in the development of SkyKnight missiles that feature in the German company’s Skynex air defense system. For short- and medium-range ground units, Edge also offers the Hunter series of canistermunition drones. Chambers and company specialists explained that the UAVs can be hand-launched, containerized, or integrated into small tactical vehicles. They deliver a 76-mm 2-kg blast fragmentation warhead that contains some 780 fragments effective against soft and lightly armored targets. The development of convoy jammers that defeat the signals transmitted to detonate improvised explosive devices and other types of roadside bombs represents another area of application in the region, Edge specialists told AIN. The system, called V-Protect, operates in the 20 to 6,000 MHz frequency bands and produces a 2:1 jamming ratio with the total output power of the system exceeding 1,000 watts. Edge also is active in the rapidly expanding counter-UAV market. Produced by the group’s Abu Dhabi-based SIGN4L business unit, one of the lead products, the D-Protect RF jamming system, can counter UAV defense. It features a ruggedized design built for outdoor environments and can jam control and global navigation satellite system signals to neutralize hostile UAVs. Operators can use the hardware in conjunction with other electronic defense concepts to create what the company calls a “layered defense” configuration. z
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Saudi Arabia’s airport plans challenge regional status quo Goldman Sachs says the Saudi government is budgeting up to $50 billion for the construction of King Salman International Airport.
By Peter Shaw-Smith Saudi Arabia has become the focus of airport development in the Middle East as it seeks to drive income from tourism from 3.8 percent in 2019 to 10 percent of GDP by 2030. Funded by a deep-pocketed sovereign wealth fund, the plan aligns with the kingdom’s Saudi Aviation Strategy 2030, launched in 2022 and backed by $100 billion in investments from the government and private sectors, according to a recent paper published by Goldman Sachs. Aiming to triple the aviation sector’s contribution to the economy to $74.6 billion by 2030, Saudi Arabia has set key targets to extend connectivity to 250-plus destinations across 29 airports; triple annual passenger traffic to 330 million versus around 100 million carried in 2019; increase air cargo volume to 4.5 million tons (from 0.8 million tons today); and add two global long-haul connecting hubs, the investment bank said. Jeddah and Riyadh stand in pole position to serve as such axes. Toward the end of last year, Saudi Arabia launched a master plan to expand and modernize King Salman International Airport (KSIA) in Riyadh. Meanwhile, an expansion plan to increase capacity to 114 million passengers per year by 2030 at Jeddah Airport drew an investment of more than $30 billion, Riyadh-based Al Jazira Capital said in a September note. The kingdom plans to privatize the airports in Abha, Taif, Hail, and Qassim. British architects Foster & Partners won a competition to design the master plan for KSIA last November. The firm said the airport would become one of the world’s largest, at an area of approximately 57 square kilometers, allowing for six parallel runways, including the existing terminals named after King Khalid. It will also house 12 square kilometers of airport support facilities, residential and recreational facilities, retail outlets, and other logistics real estate. “The airport aims to accommodate up to 120 million travelers by 2030 and 185 million
travelers, with the capacity to process 3.5 million tons of cargo, by 2050,” Saudi Arabia’s Public Investment Fund said last year. For context, Dubai International Airport had a throughput of 66 million passengers in 2022. Dubai could see its success as the major Middle East hub for transit traffic challenged if Saudi Arabia’s plans come to fruition. As the world’s busiest international airport, Dubai International will handle a projected 88 million passengers this year, throwing into relief the sheer magnitude of the goals Saudi airport planners have set themselves in Riyadh. Goldman Sachs said the Ministry of Hajj and Umrah also expects a dramatic rise in pilgrimage tourism, targeting a rise in total visitors from 7 million in 2022 to 30 million in 2030. Addressing the annual general meeting of the Arab Air Carriers Organization (AACO) in Riyadh on October 31, IATA director general Willie Walsh said the kingdom set an all too rare example of a government fostering its connectivity as a key element of its overall economic strategy. “Saudi Arabia’s commitment is much more than words on paper,” he commented. “The determination of the kingdom’s leadership to diversify its economy under Vision 2030 has
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brought critical support for aviation—from major investments in tourism to impressive infrastructure developments and a growing number of airlines. Saudi Arabia is clearly preparing for aviation to play an even bigger role in its future.” In the UAE, Dubai Airports plans to announce the next phase of Al Maktoum International Airport’s expansion for commercial aviation, but the complexity of the planning could mean that official word won’t come until next year. “There’s no update on the phase two as yet, and our next big announcement will be during the airshow where we will issue the third-quarter traffic report,” a spokesperson for Dubai Airports told AIN at the end of October. Abu Dhabi Airports said an Etihad ceremonial flight would take place on October 31 before the launch of full operations at the new Terminal A on November 1. Authorities will rename the airport after the UAE’s founding president, Sheikh Zayed bin Sultan Al Nahyan, who died in 2004. The new name, Zayed International Airport, will take effect on February 9, 2024, coinciding with the official opening ceremony of the new Terminal A, according to official news agency WAM. z
Iranian Su-35 deal may prompt Gulf rethink By Reuben F. Johnson At a time of exceptionally heightened global security tensions, Iran might be on the cusp of a historic acquisition of Russia’s Sukhoi Su-35 Super Flanker fighter. The anticipated deal could immediately affect defense planning among other Gulf states that have long viewed their neighbor as a primary threat. For almost two decades the UAE and other Gulf states have optimized their defenses to mainly shield against missile and suicide drone attacks, such as those from rebel Houthi forces in Yemen. With both Iran’s air force (IRIAF) and the aviation wing of the Islamic Revolutionary Guard Corps operating aircraft of designs that are between 35 to 50 years old, the UAE, Saudi Arabia, Qatar, Oman, Bahrain, and Kuwait have all had less reason for concern about Iranian air power.
That outlook has driven the UAE’s big investments in the long-range Terminal High Altitude Area Defense (THAAD) and medium-range Patriot PAC-3 air and missile defense systems, along with the Russian-made Pantsir-S1 complex. The Gulf country also signed a $3.5 billion contract for the South Korean-built II KM-SAM air defense systems. However, news reports over the past two years since the 2021 Dubai Airshow have fueled expectations that Iran could soon receive up to 24 of the Su-35 export model. A combat aircraft of that caliber would significantly boost Iran’s capability to conduct offensive air operations, as well as provide its forces with a more capable interceptor platform. Robert Czulda, a Polish military analyst at the University of Łódź and a former visiting professor at Islamic Azad University in Iran, published an assessment earlier this year that
The Gulf states’ adversary is reported to be shopping for 24 new-generation Russian combat jets.
noted the benefits of the Su-35s over earlier types operated by Iran. “The Su-35s are more versatile than Iran’s current force of MiG-29s, which were designed mainly for intercepting other aircraft, and Su-22s and Su-25s, which are suited for engaging ground targets,” it said. “The Su-35, which is equipped with the Irbis-E radar station, is a multipurpose jet, suitable both for air superiority and groundattack operations.” The IRIAF now operates a fleet of aging U.S.made aircraft acquired by pre-revolutionary Iran in the 1970s, such as the McDonnell-Douglas F-4, the Northrop F-5, and the Grumman F-14. Russian aircraft purchased by the Islamic Republic in the 1990s and a small number of the Chinese-produced Chengdu J-7 models— reverse-engineered copies of the Mikoyan MiG-21—supplement the U.S-made jets. The Su-35 represents at least a generational advance over any of those platforms and decades of design innovation and modernization from the original Su-27 design. Its on-board radar and avionics suite are several orders of magnitude more advanced than anything else in the Iranian arsenal and it can fire several of the most advanced Russian air-launched weapons. Several other nations already operating Su-27 or Su-30 models also appear logical candidates for the “upgrade” to their air forces that an Su-35 acquisition would bring to them. However, so far, the only export customer for the Su-35 has been China, which spent years negotiating for a procurement due to Moscow insisting that Beijing purchase at least 48 of their aircraft. The two sides eventually settled on 24 units. A potentially complicating factor with Su-35 exports relates to the aircraft’s Irbis-E radar set, which has suffered from some long production lead times. According to a Ukrainian company executive familiar with the program, the batch of Su-35s on offer to Iran originally was supposed to go to Egypt, which finally canceled the order due to problems with radar deliveries. With Iran’s geriatric fleet of combat aircraft barely patched together, the Islamic Republic might well need to acquire more imports from allies like Russia. But some question whether Russia’s defense industry, disrupted by sanctions imposed following the invasion of Ukraine, can supply larger volumes. z
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B-21 Raider takes flight
The first B-21, nicknamed Cerberus, undertook a number of taxi trials ahead of the first flight on November 10.
By David Donald The first example of the Northrop Grumman B-21 Raider sixth-generation bomber has made the type’s first flight. The stealthy flying-wing aircraft took off from Air Force Plant 42 at Palmdale, California, in the early morning of November 10 and landed at nearby Edwards AFB around 90 minutes later. The flight comes after a number of daytime sightings of taxi trials underway at Palmdale. During the flight, the B-21 was accompanied by an F-16 chase airplane, and the Raider’s landing gear remained down throughout. The aircraft was equipped with a temporary test instrumentation boom projecting forward from beneath the port leading edge. The bomber towed further air
data test equipment on a cable. Northrop Grumman describes the first aircraft as a production-representative test vehicle, not a true prototype. It marked the aircraft with the serial “0001” and the nickname “Cerberus” on the nosewheel door while carrying the “ED” tailcode on the main undercarriage doors. The tailcode is assigned to the 412th Test Wing at Edwards, where the B-21 will undergo testing by a combined industry/military test force. Set to serve as the backbone of U.S. airpower in the coming decades, the B-21 is being procured initially to replace the Boeing B-1B Lancer and Northrop Grumman B-2A Spirit. The B-21 will assume the primary denied airspace penetration role from
the B-2 with both nuclear and conventional weapons capability. The Air Force expects to operate around 100 B-21s. Meanwhile, the elderly Boeing B-52H fleet is being re-engined for continued service as a missile carrier alongside the Raider. Although superficially similar to the B-2, the B-21 is smaller, more capable, and cheaper to operate with lower maintenance costs. It is an all-new, more efficient design and almost certainly has an even smaller radar cross-section. It appears to have two main weapons bays and possibly two smaller bays alongside. The aircraft’s sixth-generation systems will allow it to operate as a crucial node in a future cloud-based battlespace. z
T-7A Red Hawk arrives at Edwards AFB to begin Air Force flight testing The Air Force Flight Test Center (AFFTC) at Edwards AFB, California, welcomed its first Boeing T-7A Red Hawk advanced trainer on November 8. The aircraft in question is known as APT-2 and was the first production-representative test aircraft from the St Louis, Missouri, assembly line. On its journey to Edwards—piloted by Air Force and Boeing test pilots—the T-7A visited Vance AFB in Oklahoma, Kirtland AFB in New Mexico, and Arizona’s Luke AFB. Vance, in particular, is expected to be an operating base for the type, replacing the 1960s-era Northrop T-38 Talon in the advanced training role for the U.S. Air Force. “This arrival marks an exciting transition into the next phase of developmental flight,” said Major Jonathan Aronoff, T-7A test pilot. “The T-7A gives immense capability updates that will allow the Air Force to train the next generation of combat aviators. Success of first delivery is truly a testament to the joint USAF-industry team we have in place.” Delivery of the aircraft formally kicks off the developmental testing program for the T-7A taking place at the AFFTC by the T-7A Integrated Test Force (ITF), which serves as part of the 412th Test Wing’s wider Airpower Foundations Combined Test Force, in association with the 416th Flight Test Squadron “Skulls.” The ITF will use a mix of Air Forceand Boeing-owned aircraft, flown by test pilots from both. Since 2019 the T-7A ITF has leveraged digital capability to create
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a distributed test operation network, with data able to be shared in real-time by both the flight test mission control center at Edwards and Boeing facilities in St Louis. Test pilots have kept busy rehearsing test sorties in the simulator for some time. Major Bryce Turner of the 416th FLTS became the first Air Force pilot to fly the Red Hawk during a June 28 flight from St Louis. As testing ramps up, APT-2 will fly as many as three sorties per day, initially employed for envelope expansion and flight data verification duties. Subsequently, it will be used for mission system testing. D.D.
Red Hawk APT-2 flies over Rogers Dry Lake on its arrival to join the T-7A Integrated Test Force at Edwards AFB.
Qatar Airways enters new era as Al Meer takes airline’s reins By Peter Shaw-Smith In one of the periodic infusions of new blood increasingly seen in the Gulf, Qatar Airways is looking ahead to a new generation of leadership with the appointment of incoming CEO Badr Al Meer. Qatar Airways announced on October 23 that group chief executive Akbar Al Baker would step down effective November 5, yielding contol of the airline to Al Meer. The airline gave no reason for Al Baker’s departure.
Former Qatar Airways Badr Al Meer is the new group chief executive Qatar Airways CEO and Akbar Al Baker stepped plans to continue Al down on November 5. Baker’s legacy. Al Baker built an airline that now consists of 241 aircraft, 43,000 employees, and more than 160 worldwide destinations from scratch. Al Meer takes the position after 10 years as COO of Hamad International Airport, where he oversaw a $2.7 billion expansion project and the FIFA World Cup 2022, which drew more than a million visitors. Under Al Baker’s leadership, Qatar Airways had grown “to become one of the most recognizable and trusted brands globally, synonymous with customer service quality and the highest of standards,” said the airline. “Qatar Airways Group’s contribution to helping deliver the best ever FIFA World Cup
showcased to the world its capability, commitment to excellence, and passion for bringing the world together.” Al Baker, who launched the airline in 1997, remained a prickly customer who didn’t suffer fools gladly, as exemplified by the bitter dispute with Airbus over A350 paintwork that ultimately saw him resurrect the relationship. But he also had a soft center. Along with creating a world-class airline, Al Baker turned Qatar Executive, with its fleet of multiple Gulfstream, Bombardier, and Airbus business jets, into the envy of the rest of the Gulf, itself one of the world’s most discerning business jet markets. In 2017, he acknowledged that “dark clouds” were gathering over the airline’s future after the imposition of a boycott on Qatar by Arab neighbors. He considered suing them for $5 billion for the damage done by neighboring airspace closures and other indignities when they lifted the boycott in early 2021. The airline’s focus on cargo operations saw it pull ahead of Emirates on performance volumes in 2018. After posting strong results during the Covid pandemic, Qatar became the world’s busiest passenger-carrying cargo airline, transporting 14.3 million cargo tonne kilometers in 2022, behind only Fedex and UPS, according to Air Cargo News data. Al Meer has promised to continue Al Baker’s legacy and “invest in the priorities and concerns of [his] generation” as he tackles one of the Middle East’s biggest aviation jobs. A Europe-based aviation consultant praised Al Baker’s tenure. “I think Qatar Airways has performed incredibly well under Akbar Al Baker’s leadership, and obviously he is a very strong personality,” he told AIN. “I think without him, it wouldn’t be where it is today. It’s certainly a premier-league global airline.” z
UAE prospering continued from page 1
of $2.7 billion, up 138 percent on the same period last year, driven by strong demand for international travel. Revenue increased 20 percent to $18.3 billion. Hatcher sees Turkish Airlines as a possible standout for event orders. “Quite frankly, there shouldn’t be any technical barrier for them to place a substantial order at the Dubai show,” he said. “Their goal appears to exceed 800 aircraft by 2033, approximately 500 narrowbodies, 270 widebodies, and 50 freighters. Whilst some will come from lessors, a sizeable chunk needs to be ordered now to meet the targets towards the end of the decade.” If Hatcher is correct, 2023 could match the bumper orders that surfaced in 2013. “If I assume most of the best bets come in, then we could easily get to 500—assuming Turkish Airlines comes in with something sizeable,” he said. “If madness continues to spread, that number could grow beyond 700.” The steady but inexorable growth of Al Maktoum International Airport (OMDW) will soon leap ahead with the arrival of additional runways and terminal infrastructure to support commercial expansion. MRO is another area where OMDW wants to expand dramatically. Dubai’s Civil Aviation Authority expects to publish the world’s first national regulations related to vertiports as the emirate pledges to launch flying taxis by 2026. The airshow will see the aerospace, space, and defense industries come together for a comprehensive conference agenda featuring nine thought-leadership streams across five days. Global leaders confirmed to speak during the conferences include Paul Griffiths, CEO of Dubai Airports; Mohammed Al Kuwaiti, chairman of the UAE Cyber Security Council; Tony Douglas, CEO of Riyadh Air; and Julie Marks, acting executive director for the FAA’s Office of Environment and Energy. London-based Boeing incubator Aerospace Xelerated plans to make a major announcement about a new home during the airshow, as it moves to select new software startups to drive aerospace forward. z
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Korean helicopters take a bow in Dubai Two helicopters from Korea Aerospace Industries (KAI) are taking part in the daily flying display at the Dubai Airshow. Although the company has shown the KUH-1E utility helicopter and LAH light attack helicopter in public in South Korea, their presence in Dubai marks their first appearance at a major international show. In service with the Republic of Korea Army since 2013, the KUH-1 traces its design origins from the Airbus Helicopters AS332 Super Puma. The initial utility/assault version, named Surion in Korean service, has served as the basis for several derivatives. They include the MUH-1 Marineon amphibious assault helicopter for the Republic of Korea Marine Corps and role-specific versions for firefighting, medical evacuation, law enforcement, anti-submarine warfare, and coast guard duties. In 2019 KAI unveiled the KUH-1E version tailored for export. Compared with the original Surion, it has Garmin G5000 avionics with a TCAS II collision avoidance system,
nose-mounted weather radar, and a strengthened structure to allow it to carry external fuel tanks and weapons pylons. The company also offers it fitted with a VIP passenger interior. KAI also based the LAH on an Airbus Helicopters design, in this case, the H155 Dauphin. KAI has derived two versions from the H155, the initial Light Civil Helicopter (LCH), which flew for the first time in July 2018. The armed Light Attack Helicopter (LAH) first flew a year later. Both LCH and LAH are powered by the Safran Arriel 2L2 turboshaft, which Hanwha at Changjon builds under license. Still in developmental testing, the LAH is the nominated successor to the MD Helicopters MD500 and Bell AH-1 Cobra helicopters in Korean service, offering both an attack—including anti-tank—capability with the ability to carry small numbers of troops. In September 2022, KAI announced a Light Utility Helicopter derivative, focusing more on the helicopter’s troop-carrying ability and its suitability for a special forces role. The LAH’s appearance in Dubai underlines KAI’s ambitions to sell export versions. z
The KUH-1E is an export version of the helicopter in use as an assault transport by the Korean army.
PHOTOS: DAVID McINTOSH
By David Donald
Derived from the EC155 Dauphin, the LAH is in the final stages of testing prior to deployment by Korean forces in the attack/anti-armor roles.
Rolls-Royce completes 100 percent SAF tests for in-production engines Rolls-Royce has completed capability testing on the use of 100 percent sustainable aviation fuel (SAF) on all of its in-production engine lines, the engine maker said Monday during the Dubai Airshow. The final test involved the BR710 business jet engine at its facility in Canada, following the completion of trials on the BR725 and the entire in-production Trent and Pearl lines. The demonstrations, which involved a range of ground and flight tests to replicate in-service conditions, confirmed that the use of 100 percent SAF does not affect engine performance. Rolls-Royce said the trials fulfill a commitment that it made in 2021 to demonstrate the ability to use 100 percent SAF in its product lines, at least from an engine technology standpoint. “This is an important milestone, not just for Rolls-Royce, but also for the wider civil aerospace industry,” said Simon Burr, group director of engineering, technology, and safety for Rolls-Royce. “We hope
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the success of these tests provides a level of technical validation that supports those who seek to invest in the production of 100 percent SAF going forward.” Along with the in-production line, Rolls-Royce had also ensured 100 percent SAF capability of its new-generation UltraFan engine demonstrator. Testing began earlier this year with power gradually increasing. The demonstrator has now run on maximum power using 100 percent SAF. Rolls-Royce said the demonstrator performed in line with its expectations and provided “valuable learning and data, which our teams will now take away and continue to analyze.” Working with industry partners, Rolls-Royce is building on such tests with a demonstration transatlantic flight of a Trent 1000-powered Virgin Atlantic Boeing 787 Dreamliner on 100 percent SAF. A return flight will be on jet-A fuel to prove the engine and aircraft can run on either fuel type. K.L.
Sanad completes MRO process on 1st CFM Leap By Peter Shaw-Smith Sanad, the aerospace engineering and leasing company owned by UAE sovereign investor Mubadala, has completed work on the first engine to enter its upgraded facilities in Abu Dhabi. The Leap engine MRO center is the first such certified facility in the South Asian (India and Pakistan), Middle East, and North Africa (SAMENA) region. The milestone follows the 11-year shop visit offload agreement Sanad signed with GE Aerospace and Safran Aircraft Engines at the Paris Airshow in June. In the deal, Sanad expanded its MRO services to include new-generation CFM International Leap-1A and -1B engines, which power the Airbus A320neo and Boeing 737 Max family aircraft, respectively. “Flydubai is pleased to be among the first airlines to benefit from Sanad’s Leap Engine MRO center,” said Mick Hills, COO of Flydubai.
“The remarkable speed at which they initiated operations and successfully enhanced the MRO capabilities on our first Leap engine is a testament to their expertise and commitment.” A special ceremony recently took place as Sanad unveiled the center to mark the commencement of the Leap engine induction program. The center began operations only a month after the parties signed the agreement. The Flydubai unit is the first of 450 such engines expected to undergo service at the center. “The inauguration of Sanad’s Leap MRO center marks a pivotal milestone for Abu Dhabi’s aviation sector as we strengthen our partnership with GE Aerospace and Safran Aircraft Engines,” said Mansour Al Janahi, Sanad managing director and group CEO. Sanad sees a substantial and stable flow of work emanating from the Leap program, which has accumulated a worldwide backlog of more than 10,000 engines. It also stresses
CFM holds a worldwide backlog for more than 10,000 Leap engines. the importance of the job opportunities the center will create in Abu Dhabi and throughout the emirate, underlining the capital’s status as an aviation hub. Sanad has invested more than $27 million in enhancements to its Abu Dhabi facility including improved machinery, infrastructure, and technology. “Sanad’s commitment to excellence and speed in establishing this…Leap engine MRO center makes it an important part of the global Leap open MRO network,” said John Slattery, GE Aerospace’s chief commercial officer. z
UAE tech start-up Eanan unveils cargo drones and air taxi plans UAE technology start-up Eanan Aviation is introducing the first members of its planned family of eVTOL aircraft at the Dubai Airshow. The company unveiled a pair of cargo drones called the S-120 and the S-700, and presented plans for larger models that could include two-seat air taxis. A group of Emirati and European executives founded Eanan.
Eanan’s drone family ranges from cargo carriers to a two-seat air taxi.
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The company is developing a mix of multicopter and fixed-wing designs from its facility in the Mohammed Bin Rashid Aerospace Hub at Dubai South, where it has conducted some test flights with at least one prototype. Along with the two aircraft on show this week, Eanan continues to work on a pair of smaller drones called the R-12 and the S-60. The portfolio also includes a tiltrotor model called the ERA-12, which will fly to a range of 80 km (50 miles) and carry a limited payload of just 2 kg (4.4 pounds). The S-120 will carry a 50 kg payload to a range of 30 km, while the S-700 transports a 200 kg payload but with no range projections published yet. “The launch of Eanan comes at a time of greater demand for making transportation more accessible, efficient, and environmentally friendly,” said Eanan CEO Ali Al Ameemi. “Our aim is to be the first commercially operating air mobility company in the city. From congestion-free travel to faster delivery of goods, assisting emergency response, and monitoring remote facilities, advanced air mobility has the potential to transform economies and societies.” C.A.
Gulf states in search of stealth by Reuben F. Johnson Several Gulf Arab states hope to procure low-radar cross-section “stealthy” aircraft to bolster their defense posture. But the source of the airplanes remains a difficult question. For decades Gulf states sourced military aircraft from both U.S. and European OEMs. The countries made a conscious decision to diversify their supplier base so that an embargo from one supplier or the other would not leave them defenseless. The nations in the region have had a long-running uneasy and at times combative relationship with Israel, but that doesn’t explain today’s reasons for adding new hardware. The United Arab Emirates and most of its neighbors regard Iran as their most dangerous and existential threat. An all-out invasion of Israel on October 7 by Hamas, the governing entity in the Gaza Strip, has added a new dimension to the equation.
Upsetting Negotiations At the time of the attack Israel had normalized relations with the UAE, Bahrain, Morocco, and Sudan under the Trump administration’s Abraham Accords, and the Jewish state had nearly reached a similar three-party agreement with Saudi Arabia and the U.S. The pact would have formalized mutual recognition between Israel and Riyadh, as well as a security, defense, and economic partnership. Part of the proposed arrangement included a path for Saudi Arabia to acquire the Lockheed Martin F-35 fighter. However, many worry that the Hamas incursion will derail the Saudi rapprochement with Israel, effectively putting discussions of a closer Saudi-U.S. military relationship—to include the F-35 buy—on hold. To date, Washington has cleared only Israel to receive the stealthy jet. But pursuant to one of the codicils of the Accords, the UAE
A model of the Korean Aerospace Industries KF-21 shows some similarities to the F-35 blended-body. entered protracted negotiations with the U.S. to become the second F-35 customer in the region. But a sale of 80 aircraft has foundered over issues of Abu Dhabi’s ties with the People’s Republic of China. At this year’s IDEX show in Abu Dhabi, Stanley Brown, the U.S. DoD principal deputy assistant secretary for the bureau of political-military affairs, told media representatives that Washington remained committed to consummating the UAE F-35 sale. Even if the two nations could reach an agreement, the fighter jets wouldn’t arrive in the UAE for “several years in the future.”
Alternate Options If Arab nations aim to increase their chances of penetrating Iran’s air defense network, they will need a stealthy aircraft to do so. However, options remain limited outside of the F-35. The closest alternative to the U.S. jet is the Korean Aerospace Industries KF-21 Boromae, a twin-engine fighter that externally resembles the F-35’s blended-body design. However, the problem with that aircraft remains, as one of the company’s consultants told AIN, the South Korean armed forces wouldn’t likely release it for sale to a third country before it enters service with its own air force. China’s Shenyang FC-31/J-35 fighter, also an F-35-type design powered with two Chinese Guizhou WS-13 engines, stands as another possibility. That aircraft has not yet proven itself viable and hasn’t officially joined the inventory of China’s PLAAF or PLAN AF. Additionally, acquiring a Chinese aircraft would only exacerbate the objections the U.S. has voiced about both Saudi and UAE ties with Beijing.
At the IDEX show, almost one year after Moscow’s February 2022 invasion of Ukraine, Russian industry proposed to a consortium of Middle Eastern nations “joint design and manufacture of cutting-edge high-tech products,” including a fifth-generation fighter based on the Su-75 Checkmate light tactical aircraft, said Rosoboronexport (ROE) director general Alexander Mikheev. ROE serves as the Russian state-run arms export monopoly under the leadership of longtime Vladimir Putin ally and confidant Viktor Chemezov, general director of Russian defense conglomerate Rostec. “Middle East countries are Russia’s traditional and important partners,” Mikheev said. “Rosoboronexport is implementing a lot of military-technical cooperation projects in the region.” Off-and-on interest by Gulf states in joint military projects with Moscow date from 2017, but such options do not appear serious today. Post-invasion embargoes have crippled Russian industry’s capacity to produce almost any of its most modern weapon systems. The Su-75 is a single-engine fighter aircraft derived from the Su-57. The aircraft appeared in a prototype/mock-up form at the 2021 Dubai Air Show, but since Moscow’s invasion of Ukraine, embargoes on the import of Western electronic components have created a crippling effect on fighter jet production. According to a Russian industry expert who spoke with AIN, the airplane’s manufacturer, United Aircraft, can build only five or six Su-57s per year. “That is hardly the kind of production scale that can be offered to an export customer nation,” he concluded. z
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Gulfstream nears G700 certification, delivery By Kerry Lynch
DAVID McINTOSH
As the G700 approaches U.S. FAA certification in the next few months, Gulfstream Aerospace continues to expand marketing efforts for its new flagship in the Gulf region, displaying the ultra-long-range business jet at the Dubai Airshow for the first time. Gulfstream Aerospace still expects certification by year-end, reporting recently that it “continues to move closer to its ultimate conclusion.” During its recent third-quarter analysts’ call, however, the company conceded that approval depends on FAA resource availability and credit it might receive for company flying.
of those were “ready to go and are in good shape,” Aiken added. As approval nears, Gulfstream increased the aircraft’s range and speed performance parameters. Range now extends to 7,750 nm at Mach 0.85 and 6,650 nm at Mach 0.90, representing a 250 nm boost at both speeds. Mmo also increased from Mach 0.925 to Mach 0.935. In addition, the company reduced the cabin altitude to 2,840 feet at 41,000 feet, helping to reduce fatigue on flights. Scott Neal, senior v-p of worldwide sales for Gulfstream, noted the company’s commitment to the Gulf and beyond. “We have a long-standing history in the Middle East and surrounding regions,” he said. “Recently,
Marking the Dubai Airshow debut of the G700, Gulfstream hopes to begin deliveries this year. In anticipation of certification, Gulfstream has been building an inventory of the aircraft. Jason Aiken, executive v-p of technologies and CFO of Gulfstream parent General Dynamics, told investors that if certification comes in the early to mid-December timeframe, it could deliver the first G700 before year-end. “We’ve got a good shot of getting the planned deliveries of G700s out the door this year,” he said. “Obviously, if that pushes further to the right, that puts that a little bit at risk.” Gulfstream had targeted as many as 19 deliveries this year, and by late October, 15
we announced a host of increased capabilities across the fleet, and we look forward to meeting with customers and guests at the Dubai Airshow.” Along with the G700, Gulfstream is showcasing its G500 long-range, large-cabin model. Accumulating nearly 60 city-pair speed records, the G500 can fly 5,300 nm at Mach 0.85 and 4,500 nm at Mach 0.90. Gulfstream noted the aircraft became the first certified for enhanced flight vision system-to-land capability and more recently obtained steep approach approval. z
30 Dubai Airshow News • November 13, 2 0 2 3 • a i n o n l i n e . c o m
Dassault Aviation’s 50 years in the UAE Dassault Aviation is marking the 50th anniversary of partnering with the UAE during the 2023 edition of the Dubai Airshow as it builds its presence in the Gulf region across military, civil, and services portfolios. Dassault’s relationship with the UAE dates back to 1973 with its Mirage 5 and now encompasses a fleet of Mirage 2000-9s, with 80 Rafales on order slated for delivery beginning in 2027. The aircraft has built a strong foothold in the region with orders from Egypt and Qatar as well. At the show, Dassault has a Rafale C on static display along with a Rafale F4 simulator. The Rafale also participates in the flying display each day through the French Air and Space Force, which operates a Rafale detachment deployed at the Al Dhafra base in the UAE. On the civil side, Dassault brought a Falcon 2000LXS business jet along with a mockup of its Falcon 10X cabin. Dassault is eying the region as it continues to progress with the 7,500-nm 10X, which will be able to connect the Gulf to destinations in Asia, Australia, or the U.S. West Coast. Accommodating that range, the Mach 0.925 19-passenger ultra-long-range jet will feature the largest cabin of a purpose-built business jet on the market. Development continues with primary components now in production. However, while originally planning for service entry in 2025, Dassault more recently has shown reluctance to confirm the certification timeline given the uncertainties surrounding the supply chain. Meanwhile, Dassault’s ExecuJet MRO Services opened last summer at Al Maktoum International Airport, as the company works to increase its support capabilities. Replacing the former facility at Dubai International Airport, the center can accommodate 15 aircraft. K.L.
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