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EMERGENCY DRONES AERIAL FIRST RESPONDERS TAKE OFF
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MIRAGE 2000S FIT FOR 
THE FUTURE
MILLENNIUM 
UPGRADES
UKRAINE IMAGES OF AVIATION’S PART IN RUSSIA’S WAR
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3 3 April 2022 AIR International
Northern 
Pacific’s 
Alaskan 
conquest
ICE 
STATION 
ZEBRAS
INCORPORATING
BELUGA FOR HIRE NEW LIFE FOR AIRBUS GIANTS
THE GLOBAL AIRLINE SCENE
Can LA’s hub 
shape up for 
2028 Olympics ?
LAX
TOO MUCH, 
TOO YOUNG
12-day life
of doomed 
728JET 
w w w . K e y . A e r o
DEATH OF AN ICON
Can Ukraine rebuild 
its bomb-blasted 
Antonov An-225?
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Tara Craig, 
Associate Editor, AIR International
Humanitarian aid for Ukraine prior to dispatch from Spain’s Torrejón Air Base Rubén Somonte/Spanish Ministry of Defence
AIR International 
April 2022 looks 
at everything from 
new airlines and the 
ongoing romance 
of the seaplane to 
the valuable work of 
Ireland’s Emergency 
Aeromedical Service
AIRFORCES Monthly 
April takes a 
deep dive into the 
Ukraine-Russia 
war to examine 
key factors in the 
unwanted return 
of state-on-state 
conflict in Europe
AIRLINER World’s 
May issue looks at 
the future of the 
engine, examines 
the freight sector 
and looks at 
whether Ukraine 
can rebuild its 
An-225 Mriya
T
his month’s issue of AIR 
International was always 
going to be different. The first 
quarter of the magazine has 
been redesigned, to give a 
fresher feel and to make the 
most of the striking images 
that help make this sector so 
exciting. We hope you like what we’ve done. 
What we didn’t expect, however, was to be 
writing about a war in Europe. AIR International 
is an aviation publication – not a newspaper or 
a political magazine – but Russia’s invasion of 
Ukraine has, of course, affected our sector. Its 
ripples can be felt throughout this issue, from 
the impact on sales and MROs (page 6) and the 
potential damage to leasing companies (page 12) 
to the loss of the much-loved Antonov An-225, 
seen on page 23 in a new occasional feature, 
Aviation in Images. 
Consider, too, the role that NATO air transport 
forces are playing in the delivery of thousands of 
items of defence equipment being funnelled into 
Ukraine, and the (at times) less-than-coherent 
approach that allies have had in supporting Kyiv 
(page 10). The cost for Russia, in the air, has 
been significant, too – to the tune of between 
15-20 fast jets and dozens of helicopters, 
according to reports.
The conflict has also called into question the 
UK’s Integrated Review and Defence Command 
Paper, with the country recently publishing its 
Defence Equipment Plan amid questions over 
affordability and lack of quality control within the 
Ministry of Defence (page 74).
As always, we hope you enjoy the issue.
18
THIS 
MONTH
5 April 2022 AIR International
Russia’s invasion of 
Ukraine hits commercial 
aviation, and Embraer 
launches a freighter 
conversion programme
Richard Aboulafia of 
AeroDynamic Advisory 
talks to AIR International 
about aviation’s most 
pressing issues today
Vista Global Holdings 
buys charter operator Air 
Hamburg and Textron 
Aviation delivers the 8,000th 
Cessna Citation business jet
A380s are given
a new lease of life as
Airbus’ ZEROe project 
takes a step closer to 
hydrogen propulsion
NASA undertakes a 
‘wet dress rehearsal’ for 
Artemis 1 and prep ramps 
up on the first private 
mission to the ISS
Ukraine dominates the 
news this month as NATO 
funnels supplies to Kyiv, 
although much-needed 
fighters remain elusive
DOGFIGHT FOR DOMINANCE
SKYBORNE SAVIOURS
NEW SUBSTANCE FOR THE MIRAGE
NORTH STAR COVER STORY
European aerospace firms are answering US 
competition with fourth- and 4.5-generation 
platforms. Peter Felstead reports
Drones are proving indispensable to the emergency 
services. Mark Broadbent examines how they are 
being put to use around the world
French Mirage 2000Bs and 2000Ds test upgraded 
IR sensor systems and chaff/flare dispensers in the 
new Damocles pod. Babak Taghvaee investigates
Tom Batchelor hears – from its CEO – why the time 
is right to launch Northern Pacific Airways, the US’s 
newest long-haul carrier
STATE OF BUSINESS
David Willis look into one of the big success stories 
of the global COVID-19 pandemic – business 
aviation – and asks how it will maintain momentum
AEROMED EVAC IN THE EMERALD ISLE
As the Irish Air Corps marks its centenary year, 
Chris Croot spends a day witnessing the life-saving 
work of its Emergency Aeromedical Service 
UPSCALE AND UP ABOVE
Less than a decade old, Tailwind Air has lofty 
ambitions. Tom Batchelor discovers the US-based 
seaplane operator and commuter airline’s plans
COMMERCIAL NEWS FACE TO FACE
BUSINESS AS USUAL NUTS & BOLTS
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TOP5
COMMERCIALWEBSTORIES
1 UKRAINE CRISIS: AIRLINER
STORAGE CHALLENGES
2 HOW HAVE SANCTIONS AFFECTED 
RUSSIA’S AIRLINES?
3 STORM EUNICE: THE WILDEST 
DIVERSIONS AND GO-AROUNDS
4 QUIZ: THINK YOU KNOW YOUR
ICAO CODES?
5 AIRBUS ANNOUNCES ITS 
‘SINGAPORE SEVEN’
www.key.aero.com 
THE RUSSIAN invasion of Ukraine has had 
significant impact on commercial aviation, 
introducing economic and geopolitical 
uncertainty to an industry only slowly 
recovering from the effects of COVID-19.
Post-invasion airspace restrictions mean long-
haul flights now avoid Ukrainian and Russian 
airspace, adding to flight distances and times. 
Russian airlines are banned from European 
Union, Canadian and US airspace.
Economic sanctions mean Western companies 
have stopped supplying products to Russian 
customers. Airbus, Boeing and Embraer are 
among the manufacturers to halt deliveries. 
Manufacturers of engines, components and 
systems and the web of companies that make 
up the supply chain providing spares and 
services, from MRO providers to suppliers of 
in-flight entertainment hardware and software, 
have suspended services to Russian customers.
An EU ban covering the provision of financial 
services and technical assistance related to 
aircraft and associated technology, announced 
in late February 2022, means leasing companies 
were at the timeof writing attempting to 
repossess assets from Russian carriers before 
a 30-day ‘grace period’ expired at the end of 
March. One Reuters report said lessors were 
looking to recover “more than 400 jets worth 
almost $10bn”.
Also sparked by the crisis, rapid oil price rises 
early in March 2022 mean airlines worldwide 
will face pressure in their attempts to return
to profitability.
International Air Transport Association (IATA) 
CEO Willie Walsh said: “When we made our
most recent industry financial forecast last 
autumn, we expected the airline industry to
lose $11.6bn in 2022 with jet fuel at $78/barrel 
and fuel accounting for 20% of costs. 
“As of March 4, jet fuel is trading at over $140/
barrel. Absorbing such a massive hit on costs 
just as the industry is struggling to cut losses 
as it emerges from the two-year COVID-19 crisis 
is a huge challenge.”
According to IATA, the Ukraine market 
accounted for 3.3% of European passenger 
traffic and 0.8% of global traffic in 2021.
Aerofl ot’s fi rst A350 photographed on delivery in 
February 2020 Airbus/Philippe Masclet
Out in t
COMMERCIAL
NEWS
E-Jet freighters
European buyer 
for AW609
7 April 2022 AIR International
BY MARK BROADBENT
LEONARDO HAS signed an agreement with an 
undisclosed “long-established Leonardo helicopter 
operator” for four AW609s for VIP/corporate and 
passenger/utility transport. 
The AW609 will be the first civil tiltrotor. 
Leonardo said the aircraft’s “unique combination 
of turboprop-like performance and helicopter-like 
versatility” will “revolutionise air mobility
and operations for a range of tasks”.
A fifth AW609 joined the flight test programme 
in Philadelphia. The first production example, for 
Bristow Group, recently started ground testing
and a second airframe is under assembly.
Leonardo said: “The programme development has 
logged more than 1,700 flight hours in USA and 
Italy. Users will be given comprehensive support 
and training packages at the company’s new 
Training Academy in Philadelphia, home to
the world’s first AW609 full flight simulator.”
The AW609 originated as a Bell/Boeing project. 
Leonardo replaced Boeing as a project partner in 
2003 and took over the project fully in 2011.
RESPONDING TO growing demand for more air cargo 
capacity, Embraer has launched a freighter conversion 
programme for its E190 and E195 regional jets. Initial 
deliveries of the first conversions are planned for 2024; 
no customers have been announced yet.
Embraer explained: “Overhead bins have been 
removed, there are new smoke detection and fire 
suppression systems, the main-deck floor is reinforced 
and has a cargo handling system and there is a new 
forward cargo door.”
The converted E190F will have 3,732ft³ (102.8m³) 
volume, 23,608lb (10,769kg) total payload and 
will carry seven ULD pallets on the main deck and 
underfloor. The E195F will have 4,171ft³ (148.1m³) 
volume, 27,112lb (12,298kg) payload and will carry 
eight ULDs. 
Embraer said the E195F will have similar range and 
payload to the Boeing 737-300SF but will consume 
“less fuel, generate fewer emissions and [have] lower 
maintenance and cash operating costs”. It said the 
conversions will bring “right-sizing to the cargo industry 
by tapping the gap between turboprop and larger 
narrowbody freighters”, adding: “Cargo airlines can now 
put right-capacity freighters on the right routes with the 
right frequency and right economics. Airlines can now 
access new smaller markets while deploying their larger 
aircraft on routes where they are more economical.”
NEW AUSTRALIAN low cost carrier Bonza has 
revealed the blueprints for its initial route map, 
consisting of an impressive 16 destinations across 
25 routes – all domestic, part of what the start-up 
airline, founded by former Virgin Blue executive 
Tim Jordan, said is “the largest launch 
announcement in Australian aviation history”.
CFM INTERNATIONAL LEAP-1A turbofans will equip 
Jet2’s new Airbus A321neos, the UK leisure carrier 
announced in March 2022. Jet2 has a fi rm order for 
36 A321neos for delivery from 2023, with options on 
another 39 for delivery from 2026 if exercised. The 
aircraft will replace the carrier’s Boeing 737-800s.
DHL EXPRESS ordered six more Boeing 777 
Freighters, taking to 28 the number of examples 
it has ordered. In related news, DHL will in July 
2022 begin a joint venture with Singapore Airlines 
Cargo. Five 777Fs will be deployed to Changi to 
serve routes from Asia to the Americas.
E-Jet freighters will enter service in 2024 Embraer
t in the cold
The AW609 will be the fi rst civil tiltrotor Leonardo
DATA RELEASED by the General Aviation Manufacturers 
Association (GAMA) on February 23 confirmed that 
shipment of business jets in 2021 increased over the 
previous year. The growth, from 644 aircraft in 2020 to 
710, was expected by industry observers, as demand 
for business aircraft is currently high and production 
increased as the worst of the restrictions imposed to 
counter the COVID-19 pandemic were lifted. COVID-
19 also had a negative impact on manufacturing 
activities and disrupted the supply chain from 2020, 
and although the problems are easing, they have yet to 
be fully resolved. 
Of the 710 aircraft delivered, 405 were produced in 
the US. The corresponding figure for the previous year 
was 353, representing just under 55% of all business 
jet deliveries. This increased slightly to 57% by the end 
of 2021. European shipments increased slightly, with 
79 in 2020 and 83 last year. By region, 64.3% of the 
aircraft were delivered to customers in North America 
(66.0% in 2020); 13.6% to Europe (16.7%); 11.7% 
Asia Pacific (14.0%); 6.7% Latin America (7.2%) and 
3.6% in Middle East and Africa (1.9%).
TEXTRON AVIATION announced the delivery of 
the 8,000th Cessna Citation business jet on 
February 15. The aircraft, Cessna 700 Citation 
Longitude N50MG (c/n 700-0065), was handed 
over to Scotts Miracle-Gro, a North American 
supplier of products for lawns, gardens and 
hydroponics. The aircraft is the fifth Citation in 
the company’s fleet. It was delivered during
a ceremony at Textron Aviation’s headquarters 
at Wichita, Kansas. 
Cessna delivered the first Citation in January 
1972 to American Airlines, with more than 30 
different models certified in the years since. 
According to Textron Aviation’s president 
and chief executive officer, Ron Draper, the 
worldwide fleet has accumulated more than 41 
million flight hours. 
Jim Hagedorn, chief executive officer of Scotts 
Miracle-Gro, said: “Reaching this milestone is 
a credit to the Cessna brand, which represents 
quality, design and attention to the entire flying 
experience — all things we were looking for as 
we add to our fleet of business jets.”
The Citation family currently comprises six 
models, which cover the very light to mid-sized 
market segments, with cabin capacity ranging 
from four to 12 passengers. They are the
entry level Cessna 525 Citation M2; the
six-seat 525B Citation CJ3+; nine-seat 525C 
Citation CJ4 Gen2, 560 Citation XLS+ and 
680A Citation Latitude; and the 700 Citation 
Longitude, which is able to accommodate up
to 12 passengers. 
Textron has benefitted from growing interest 
and activity at the lighter end of the business 
jet market during the pandemic, as potential 
customers searched for alternatives to 
travelling with airlines. This helped swell the 
company’s order backlog by 65% during 2021, 
although this was not limited to the Citation 
family but included many of the Beech and 
Cessna products within the Textron stable, 
which also boasts piston- and turboprop-
powered aircraft. Textron is planning to 
increase production to help cater for demand, 
the company confirmed. 
Many business jet manufacturers delivered similar 
totals in both 2021 and 2020, with two notable 
exceptions.Of the 546 aircraft shipped by Textron in 
2021, 167 were members of the Citation business jet 
family. They comprised 34 Cessna 525 Citation M2s, 
26 525B Citation CJ3+s, 27 525C Citation CJ4 Gen2s, 
19 560 Citation XLS+s, three Citation Sovereign+s (the 
last in the second quarter), 34 680A Citation Latitudes 
and 24 700 Citation Longitudes. This was an increase 
of 35 Citations over the previous year, when it handed 
over 13 additional aircraft of all the types it built. The 
other company to see a significant increase was Cirrus 
Aircraft, which shipped 86 SF50 personal jets in 2021, 
13 more than in 2020.
Both Gulfstream and Dassault handed over fewer 
aircraft in 2021 than in 2020. Gulfstream delivered 
119, comprising 16 G280 and 103 of its large cabin 
portfolio (G500, G550, G600 and G650/650ER), down 
eight (including six G280s). Thirty members of the 
Dassault Falcon family were delivered, 24 in the second 
half of 2021 – four fewer than in 2020. Bombardier 
shipped 120 aircraft, up six over the figure for 2020. It 
Sanctions bite business aviation
8,000th 
Citation 
delivered
2021 
shipments 
refl ect 
increased 
demand
Bombardier is among manufacturers to have 
suspended technical support in Russia David Willis
handed over ten Learjet 75s, 44 Challenger 350/650s 
and 66 of the Global family (seven more than in 2020). 
Embraer delivered six Phenom 100EVs, 56 Phenom 
300s (including 47 300Es), 14 Praetor 500s and 17 
Praetor 600s, an increase of seven aircraft. A total 
of 37 HA-420 HondaJets were dispatched by the 
Honda Aircraft Company – 22 in the final quarter. 
This was up six aircraft over 2020. Of the 135 
aircraft handed over by Pilatus, 45 were PC-24 jets 
(three more than in 2020). 
Shipments of business variants of airliners increased 
in 2021. Airbus Corporate Jets handed over 11, 
comprising two each of the ACJ319neo, ACJ320neo, 
ACJ321neo, ACJ330-200 and ACJ350-900, and a 
single ACJ330-300 (five more than in 2020). Boeing 
Business Jets shipped two BBJ MAX-8s in 2021,
one more than the previous year. 
“The strength and tenacity of the general aviation 
industry has provided a strong foundation for the 
industry to rebound from pandemic-related setbacks 
with a powerful showing in 2021,” said GAMA 
president and CEO Pete Bunce.
PRESIDENT VLADIMIR Putin’s invasion of Ukraine 
on February 24 created a humanitarian crisis 
not seen in Europe since World War Two, and 
raised the prospect of a wider conflict. Among 
the wide-ranging responses to the invasion by 
the international community were a number that 
impacted business aviation. 
Business flight activity in Russia benefitted 
from steady growth in 2021, having increased by 
80% over that of 2019. In February 2022, it was 
20% higher than in the same month two years 
ago. According to the business aviation market 
intelligence company WingX, 11% of all country 
connections in Europe in 2021 involved Russia 
or Ukraine, with a higher percentage for larger 
business aircraft models. Sanctions imposed 
following the invasion are likely to see this decline 
sharply, following the closure of airspace and as 
in-service support to Russian operators is withheld.
The European Union (EU) closed its airspace to all 
Russian aircraft on February 27. President of the 
European Commission Ursula von der Leyen stated 
the restriction would “apply to any plane owned, 
chartered, or otherwise controlled by a Russian 
legal or natural person… [including] the private jets 
of oligarchs,” ending air travel between the EU and 
Russia. Canada followed suit, and, on March 1, US 
President Joe Biden announced: “We will join our 
allies in closing off American airspace to all Russian 
flights.” In response, the Russian civil aviation 
authority had closed off its airspace to the carriers 
of 36 countries by the end of February.
On March 4, Canadian bizjet manufacturer 
Bombardier said it had “suspended all activities 
with Russian clients, including all forms of technical 
assistance”, adding: “We will continue to adhere 
to international laws, regulations and sanctions, as 
they evolve.” Around 70 Bombardier business jets 
are operational in Russia, including 35 members 
of the Global family and about the same number of 
Challenger variants, including some 13 CRJ-based 
850s. Original equipment manufacturer support 
for other business jets in Russia is also likely to be 
affected, as countries impose further sanctions.
9 9 April 2022 AIR International
BY DAVID WILLIS
BUSINESS
AS USUAL
The 8000th Citation, Cessna 700 Citation Longitude N50MG, at its hand-over ceremony Textron Aviation
Gulfstream shipped 119 aircraft in 2021 David Willis
CHARTER OPERATOR Air Hamburg of Germany 
is to be acquired by Vista Global Holdings of 
Dubai, the owner of VistaJet. Founded in 2006, 
Air Hamburg is the largest charter operator 
in Europe, in terms of the number of flights, 
completing 18,800 for its clients last year, and 
is second only to Vista in terms of hours flown, 
recording more than 35,000 in 2021. 
Air Hamburg currently has a total of 44 
aircraft, including the largest fleet of Embraer 
Legacy 600/650/650Es, with 21 managed by 
the company. Its other aircraft comprise five 
Embraer Phenom 300/300Es, a Legacy 500 and 
a Legacy 450, two Praetor 600s and two Lineage 
1000Es, as well as three Dassault Falcon 7Xs, a 
Cessna Citation CJ3 and eight Citation XLS+s. 
The company also has a European Union 
Aviation Safety Agency (EASA) Part 145 
maintenance operation at Baden Baden 
Airpark, Air Hamburg Technik. A new hangar 
is under construction at Baden Baden for the 
facility, which will be able to accommodate 
up to five Legacy 600/650/650Es or a single 
Lineage 1000E for servicing. It is expected to 
be completed in early summer. Air Hamburg 
also operates a VIP lounge at Hamburg Airport. 
It is anticipated that around 650 Air Hamburg 
employees will join Vista. 
The deal is expected to be concluded by the 
end of the second quarter of this year, and will 
increase Vista’s fleet to more than 240 aircraft. 
Vista expects an increase of around 30% in flight 
hours (on a combined basis) globally following 
the completion of the transaction.
Vista has acquired and integrated a number 
of other companies in recent years. It bought 
charter operator XOJET Aviation in 2018 and 
the technology platform and by-the-seat broker 
JetSmarter in 2019, merging them within Vista 
Global. This was followed by Red Wing Aviation in 
2020. US charter broker Apollo Jets was acquired 
in March 2021, becoming part of Vista Global’s XO 
‘digital brand’. At the same time, it gained the 70% 
stake in Talon Air held by Apollo Jets. Acquiring 
Air Hamburg will give Vista in total around 15% of 
the global air charter market. 
Vista buys
Air Hamburg
TOP5
MILITARYWEBSTORIES
www.key.aero.com 
US slams Poland 
MiG-29 fighter transfer
THE US has moved to quash Poland’s plan to donate to 
Washington its entire fleet of MiG-29 fighters following 
Warsaw’s surprise announcement of its intention to 
offer its Russian-designed aircraft in exchange for used 
US Air Force (USAF) platforms. 
Poland’s Ministry of Foreign Affairs said on March 8 
that it was prepared to send all of its MiG-29 fighters to 
the US air base at Ramstein in Germany “immediately 
and free of charge” and place them entirely at the 
disposal of the US. 
Such a move would be a precursor to the aircraft then 
being transferred to Ukraine by the US to help Kyiv’s 
fight against Russian forces following the February 24 
invasion, a war that has caused thousands of military 
and civilian casualties.
At the same time, the statement requested the US 
provide the Polish military with “used aircraft with 
corresponding operational capabilities”, likely referring 
to surplus F-16 fighters in USAF inventory. 
The statement addedthat Poland was ready to 
“establish the conditions” for the acquisition of the 
aircraft, while also requesting that other NATO allies 
that operate MiG-29 aircraft “act in the same vein” and 
make them available to the US.
1 WHY HAS RUSSIA FAILED TO GAIN 
AIR SUPERIORITY OVER UKRAINE?
2 THE MONDAY MILITARY AVIATION 
QUIZ 83
3 GERMANY TO BUY F-35A STEALTH 
FIGHTERS IN ASTONISHING SWITCH
4 ISRAELI F-35I ADIRS CLAIM FIRST 
AIR-TO-AIR COMBAT KILL
5 UKRAINE PRESSES ADDITIONAL 
BAYRAKTAR TB2 UAVs INTO SERVICE
However, US Pentagon press secretary John Kirby, 
speaking just hours after Poland’s offer, said the 
decision to transfer Polish aircraft to Ukraine was 
“ultimately one for the Polish government”. 
Continuing, Kirby said the prospect of fighter jets “at 
the disposal” of the US departing from US/NATO base 
in Germany to fly into Ukrainian airspace currently 
contested by Russia “raises serious concerns” for the 
entire NATO alliance. 
“It is simply not clear to us that there is a substantive 
rationale for it. We will continue to consult with Poland 
and our other NATO allies about this issue and the 
difficult logistical challenges it presents, but we do not 
believe Poland’s proposal is a tenable one,” Kirby said. 
Previously, the European Union’s foreign policy chief 
Josep Borrell said on February 27 the bloc would send 
fighter aircraft to aid in Ukraine’s fight against Russia, 
although the claim was only hours old before cracks 
began to appear as EU and NATO member states 
questioned its validity. The plan fell through days later. 
NATO members have provided significant quantities of 
man-portable anti-air and anti-armour missiles, which 
have been used with marked success against Russian 
forces so far. 
MILITARY
NEWS
11 April 2022 AIR International
BY RICHARD THOMAS
Rzeszów-Jasionka Airport sits close to the Ukraine border USAF
fer
Poland’s border hub 
POLAND’S RZESZÓW-JASIONKA Airport, located in 
the southeast of the country just 50 miles (80km) from 
the Ukraine border, could be playing a significant part 
of the NATO response to the ongoing Russian invasion, 
with multiple Allied transport aircraft arriving over the 
past 24 hours.
Aircraft from the US (C-17), UK (C-17), Greece 
(C-130), Spain (A400M) and Germany (A400M) visited 
France and Spain launch 
Tiger Mk III programme
THE EUROPEAN OCCAR (Organisation for Joint 
Armament Cooperation) has awarded a contract to 
Airbus Helicopters for the development, production 
and initial in-service support of the Tiger Mk III 
attack helicopter upgrade programme.
Announcing the move on March 2, Airbus said the 
agreement was made on behalf of the French and 
Spanish Armament General Directorate, the DGA 
(Direction Générale de l’Armement) and the DGAM 
(Dirección General de Armamento y Material).
The contract includes the upgrade of 42 aircraft 
for France (with the possibility to add another 25 
helicopters) and 18 for Spain.
It also offers the possibility for Germany, 
potentially, to later join the Tiger Mk III programme. 
The first prototype is scheduled for an inaugural 
flight in 2025 with the initial delivery to the French 
DGA to take place in late 2029, followed by first 
delivery to Spain in 2030. 
In addition, development and upgrade work will 
also be conducted in Airbus Helicopters’ facilities 
in Albacete in Spain, Marignane in France and 
Donauwörth, Germany. 
BOEING has been awarded a contract by US 
Army Special Operations Aviation Command 
(USASOAC) for six additional MH-47G Block II 
Chinook helicopters. The award, valued at $195m, 
brings the number of MH-47G Block II aircraft 
under contract with the USASOAC to 36. Boeing 
has delivered fi ve MH-47G Block II aircraft to date.
THE Italian Aeronautical Armaments and Airworthiness 
Directorate has approved a contract for the support of 
the Italian Air Force’s C-130J Super Hercules airlifter 
fl eet. The fi ve-year agreement, worth a total of €380m, 
was signed on January 8, between the Italian Air Force 
and the Temporary Business Grouping formed by 
Leonardo, Avio Aero and Lockheed Martin.
NORTHROP Grumman has been awarded the 
Integrated Modifi cation and Maintenance Contract 
for the US Navy’s fl eet of 15 Boeing E-6B Mercury 
airborne command and control aircraft, which 
the fi rm will be responsible for sustaining and 
modernising over the coming fi ve years. The 
contract is valued at $111m.
Poland’s attempt to hand over its MiG-29 fi ghters 
was not well received by Washington USAF
the small, single runway airport from February 27-28, 
which offers a direct trunk road to Korczowa crossing 
on the Poland-Ukraine border. Ukraine’s largest city in 
the west of the country, Lviv, sits about 60 miles to the 
east of the crossing. 
The two UK C-17s wore the serials ZZ174 and ZZ176, 
staying on site on February 27 for around two hours 
before returning to Brize Norton, with the Spanish A400 
remaining at Rzeszów-Jasionka for a similar period of 
time. A Polish government Boeing 737 aircraft also 
visited the site in the afternoon of February 28. 
Responding to questions about the level of support 
being afforded to Ukraine by the UK government, a 
Ministry of Defence spokesperson told AIR International
the UK and its allies were “working hard” to provide 
Kyiv with what it needed. 
“Due to the risk to that supply chain and risk to those 
people working tirelessly within it, we cannot provide 
commentary on operational details,” the spokesperson said. 
The Tiger platform is being upgraded Airbus D&S
S
ince 1988, Richard Aboulafia has 
tracked aircraft programmes, 
markets and companies as an 
analyst and consultant. 
Prior to joining AeroDynamic, 
Richard was vice president of 
analysis at Teal Group. There, 
in addition to his consulting role, he wrote and 
edited Teal Group’s World Military and Civil Aircraft 
Briefing, a forecasting and analysis tool covering 
more than 135 aircraft programmes and markets. 
A Fellow of the Royal Aeronautical Society, 
Aboulafia manages consulting projects in the 
commercial and military aviation field, as well as 
analysing broader defence and aerospace market 
and industry trends. He has been a consultant for 
numerous aerospace companies, including most 
prime and many second- and third-tier contractors 
in the US, Europe and Asia. He also advises financial 
institutions on aerospace market conditions.
Q What impacts do you think the unfolding 
war in Ukraine will have on the commercial 
airliner market? 
In terms of air travel demand, orders, and 
backlog, there will be little direct impact. 
But I am concerned about indirect effects, 
particularly when it comes to international 
long-haul demand and to jetliner financing.
Managing director of 
aerospace consulting 
firm AeroDynamic 
Advisory Richard 
Aboulafia shares his 
thoughts on some of 
today’s most pressing 
aviation developments 
with Mark Broadbent
RICHARD
ABOULAFIA
13 April 2022 AIR International
 FACE 
TO FACE
BY MARK BROADBENT
“This conflict will 
accelerate and 
supercharge what 
is already the 
best military 
aviation market in 
over 30 years”
The financing aspect is particularly 
concerning. The industry is used to lots of 
third-party finance, and the financiers have 
felt great about jetliners in part because of 
treaties like the Cape Town Convention, 
which implies that jets are globally mobile 
assets that are always secure. However, 
if Russia nationalises or confiscates its 
hundreds of leased jets, that will end that 
belief and everyone’s risk premium for 
jetliner finance will go up.
(Editor’s note: since this interview was 
conducted, Vladimir Putin has indeed 
implemented new laws to stop leasing 
companies from repossessing their aircraft).
Q How do you think manufacturing supply 
chains will be affected? 
Russia has no role in civil aircraft 
manufacturing except for one thing, andit’s a big one: titanium, both in raw form 
and in castings and forgings. This was 
already a bottleneck for the industry. 
As of right now [mid-March 2022] we 
don’t know if they’ll cut off exports, but 
great power confrontation and conflict 
has returned. That means strong 
demand for the traditional tools of 
geopolitical power: military aircraft.
 
Q How does this affect the ambitions for 
recovery in the commercial airline sector? 
Since international long-haul traffic is 
primarily being impacted – mostly indirectly 
– this war represents more damage to an 
already struggling twin aisle market. 
Strangely, with single aisles, it might 
be as good as it is bad. Not only are 
single aisle markets largely unaffected, 
but high fuel prices resulting from this 
war help make a stronger case for 
replacing older jets with modern [A320] 
Neos and [737] MAXs.
Q What wider dynamics are at play in the 
sector for the rest of 2022? 
It’s a strange outlook. Defence has never 
been better and most civil segments are 
fine, but twin aisles are in difficult shape. 
Inflation, rising fuel prices and increased 
interest rates, along with geopolitical 
tension, are all serious concerns. 
On the other hand, in aggregate, this 
industry is recovering [from COVID-19] 
at a very impressive pace, albeit from an 
unprecedented disaster.
Q What are your latest thoughts on 
Boeing’s plan for a mid-market jet? 
Boeing badly needs a new single aisle jet 
in the 200-240-seat class. But looking at 
its new product development spending, 
the company show no signs of starting 
anything new. It’s very concerning. 
There’s a lack of leadership and Boeing 
seems content to lose ten points of market 
share, and perhaps more. It will be very 
difficult to recover from a 10-15% market 
if they do it represents a risk to the jetliner 
production ramp, and perhaps to business 
jet output as well.
Most OEMs have a two- to three-month 
inventory of titanium, and while they’re 
doing their best to line up alternatives, 
this could be a difficult process and will 
certainly involve higher prices.
Q How might this conflict shape military 
aircraft procurement, in your view?
This conflict will accelerate and 
supercharge what is already the best 
military aviation market in over 30 years. 
Demand for combat jets is growing due 
to ageing fleets, the flexible nature of air 
power and the strategic relationships that 
accompany high-end combat aircraft 
purchases. Procurement and R&D budgets 
in producer nations are rising, which means 
strong output of current programmes and 
greater security for the next generation. 
We had a decade of post-Cold War 
disarmament, then two decades of 
equipping militaries for low-intensity 
conflict. Well, unfortunately the era of 
CLOCKWISE FROM RIGHT:
The combat fighter market is especially strong, with 
Poland keen to boost its F-16C Fighting Falcon fleet 
(pictured) US Air Force/Airman 1st Class Duncan C Bevan
An artist’s rendering of a proposed Rolls-Royce 
eVTOL flying over Seoul, South Korea Rolls-Royce 
MROs are among the businesses affected by the 
Russian invasion of Ukraine Lufthansa Technik
Restrictions in international air transport following 
Russia’s invasion of Ukraine led Sheremetyevo 
International Airport in Moscow to close passenger 
service at Terminal D Sheremetyevo International Airport
15 April 2022 AIR International 15 15 
 FACE 
TO FACE
BY MARK BROADBENT
share drop, particularly if its engineering 
core continues to diminish.
Q What do you make of the activity around 
eVTOLs? Does it have genuine potential? 
May I recommend a classic book? It’s 
called Extraordinary Delusions and the 
Madness of Crowds by Charles Mackay 
and it’s more relevant than ever!
“This industry is 
recovering [from 
COVID-19] at a very 
impressive pace, 
albeit from an 
unprecedented 
disaster”
Seriously, I just think this is the most over-
rated market since the rage for very light 
jets/air taxis. Vertical flight sounds lovely, 
but these are expensive air vehicles. The 
idea that people will routinely have casual, 
immediate access to $4-5m personal 
vehicles is, frankly, delusional. 
Any true believers should instead start 
a Rolls-Royce car service. After all, those 
cars only cost 10% of an eVTOL!
17 April 2022 AIR International
NUTS
& BOLTS
BY MARK BROADBENT
AS PART of Airbus’ ZEROe project, an A380 is to 
be repurposed as a hydrogen propulsion flight 
laboratory for the first time.
Four tanks carrying liquid hydrogen will be 
installed in a hermetically sealed container in 
the aircraft’s rear fuselage, with the hydrogen 
supplying a modified GE Passport turbofan 
mounted on a stub between the two rear doors 
on the A380’s upper fuselage. 
Airbus said this will enable the hydrogen engine’s 
emissions and contrails in cruise flight to be 
monitored separately from those generated by 
the aircraft’s four Rolls-Royce Trent 800s. 
Airbus plans that the A380 will fly with the 
hydrogen propulsion system “around the middle of 
this decade”. The company’s goal is to introduce 
a zero-emissions aircraft to commercial service 
by 2035. 
Airbus will prepare the liquid hydrogen 
tanks, define the hydrogen propulsion system 
requirements and oversee flight testing. Project 
partner CFM International will modify the 
Passport’s combustor and fuel distribution 
and control systems to run on the fuel.
Instrumentation and sensors will be installed for 
the engine and hydrogen storage and distribution 
systems. They will generate system functionality 
data which will be relayed to the flight test station 
aboard the aircraft and by telemetry to a ground 
test station.
Glenn Llewellyn, Airbus vice-president, zero-
emissions aircraft, said: “That data is going to be 
really important in allowing us to learn how these 
systems function in ground and flight conditions.”
The A380’s flightdeck will receive a separate 
throttle for the hydrogen engine, and a new 
flight deck display to monitor the powerplant’s 
performance.
Airbus said the Passport engine had been 
selected “because of its physical size, advanced 
turbo machinery and fuel flow capability”.
Llewellyn believes the hydrogen project is a 
“really important step for [Airbus] on our journey 
to a zero-emission aircraft”.
Discontinued last year, the A380 has found a new 
lease of life in the ZEROe project 
Airbus
AN A380 ON HYDROGEN
A COMPOSITE image 
from Vandenburg Space 
Force Base, California, on 
February 2, 2022. A SpaceX 
Falcon 9 launches to put a 
National Reconnaissance 
Office payload into orbit 
(right), and the booster 
recovering after payload 
release (left). This was the 
fourth launch/recovery for 
this booster. SpaceX
A ‘SELF-PORTRAIT’ of 
the James Webb Space 
Telescope’s primary mirror 
captured by an engineering 
lens that is part of the 
telescope’s Near Infrared 
Camera. One segment 
is brighter because it is 
directly aligned with a 
star. This inwards-looking 
image checks the telescope 
is aligned with science 
instruments. NASA
THE FIRST 
WEBB SELFIE
BOOSTER
RECOVERY
19 April 2022 AIR International
LAUNCH
PAD
BY MARK BROADBENT
IN APRIL 2022, NASA is undertaking a “wet dress 
rehearsal” for Artemis 1, the uncrewed flight test 
of the huge Space Launch System (SLS) and the 
Orion spacecraft that will go to the Moon.
Rolled out from the Vehicle Assembly Building 
(VAB) at the NASA Kennedy Space Center, 
Florida, at 18.00 EST on March 17, 2022, the 
SLS/Orion ‘stack’ was transported approximately 
four miles from the VAB to Pad 39B during a 
12-hour trip.
Speaking during a virtual news conference in 
February 2022, NASA programme executives 
explained that after around two weeks on the pad, 
the stack will be put through a process simulating 
the entire pre-launch activities,including fuelling.
Data generated during the test will be analysed 
before the vehicle is rolled back to the VAB for 
further analysis and processing, after which 
NASA will roll the vehicle back to Pad 39B again 
for launch. 
Artemis is the NASA project to return to the 
Moon, with the aim of exploring more of the lunar 
surface than ever before and using what is learnt 
to prepare for missions further into the solar 
system, including to Mars. 
Artemis launch windows are dictated by the 
need to line up the launch with Earth’s rotation 
and the Moon’s position. The next windows are in 
May-July 2022. 
The uncrewed Artemis 1 test will mark the first 
flight of an integrated SLS and Orion spacecraft 
ahead of crewed flights. Artemis 2, planned to 
launch in 2024, will send astronauts around the 
Moon in the first crewed mission beyond Earth’s 
orbit since the Apollo era. Artemis 3, which will 
land astronauts on the Moon, is planned for 2025.
TOP: The Artemis 1 Space Launch System inside 
the Vehicle Assembly Building at NASA’s Kennedy 
Space Center 
NASA/Frank Michaux
NEXT MOVE FOR ARTEMIS 1
NORTHROP GRUMMAN 
has received a US Space 
Force contract to deliver 
a Deep-Space Advanced 
Radar Capability (DARC) 
for the Indo-Pacific region 
for completion in 2025. 
DARC aims to provide full 
coverage of deep-space 
objects from strategically 
located sites worldwide. 
Two additional sites will 
follow. Northrop Grumman
USAF WIN 
FOR DARC
21 April 2022 AIR International
LAUNCH
PAD
BY MARK BROADBENT
MARCH 30 will see the first private-sector flight 
to the International Space Station (ISS).
Axiom Mission 1 (Ax-1) will launch aboard a 
Space Falcon 9 rocket and the Crew Dragon 
C206.3 spacecraft Endeavour from Launch 
Complex 39A at NASA’s Kennedy Space Center.
Commander Michael López-Alegría and 
‘commercial astronauts’ Larry Connor, Mark Pathy 
and Eytan Stibbe will complete a ten-day mission, 
with eight days aboard the ISS.
Axiom Space was selected by NASA in January 
2020 to design and develop commercial modules 
to attach to the ISS.
López-Alegría, Connor, Pathy and Stibbe have 
trained at NASA facilities including the Johnson 
Space Center in Houston to familiarise themselves 
with ISS systems, scientific facilities and 
emergency procedures. They have also spent time 
with ISS partners at the European Space Agency 
and SpaceX facilities.
The astronauts will conduct science research in 
approximately 25 different experiments developed 
for microgravity in collaboration with health and 
science organisations worldwide, as well as 
education and outreach activities. 
Connor’s experiments will involve studying 
how space travel affects heart health and stem 
cells, Pathy’s include a hologram demonstration, 
and Stibbe will undertake astrophysics and 
neuroscience experiments. 
Axiom Space has a contract with SpaceX for two 
more launches, Ax-2 and Ax-3, planned for 2023. 
SpaceX’s Crew Dragon 2 spacecraft has already 
flown three crewed missions to the ISS for NASA.
The agency aims to create “a strong, 
commercial marketplace in low-Earth orbit with 
private industry where NASA is one of many 
customers… enabling the agency to focus on
its Artemis missions to the Moon in preparation 
for Mars”.
TOP: A December 2021 view of the ISS 
NASA
PRIVATE ISS MISSION
NASA’s Parker Solar Probe 
faces heat and radiation 
like no man-made object 
before it. On February 
25, 2022, during its 11th 
parhelion (close approach), 
travelling at more than 
360,000mph, it came within 
5.3 million miles of the Sun 
– experiencing 1,400°F 
temperatures. The Parker 
Solar Probe was launched 
in 2018. NASA
SOLAR PROBE 
FEELS HEAT
IMAGES...CLOCKWISE FROM TOP LEFT:
Anatoly Yaremenko, general director of the Kommunar 
tractor plant in Kharkiv, surveying the wreckage of a 
downed Russian SU-34 on the factory grounds, March 8 
Fotoreserg/ Depositphotos
A Ukrainian soldier patrolling the ruins of the Kommunar 
tractor plant in the wake of the shooting down of the SU-34 
Fotoreserg/ Depositphotos
A still from Flightradar24 on March 14 showing the impact 
the war has had on commercial aviation routes – note the 
absence of aircraft over Ukraine Flightradar24 
The world’s sole Antonov An-225 Mriya in all its glory. 
The aircraft has since been destroyed during fighting at 
Gostomel Airport near Kyiv AirTeamImages.com
Humanitarian aid for Ukraine being loaded at Spain’s 
Torrejón Air Base Rubén Somonte/Spanish Ministry of Defence
23 
BY THE AI TEAM
April 2022 AIR International
RUSSIA’S INVASION of Ukraine on February 
24, 2022, has seen the country inflict almost 
unimaginable damage and loss on its neighbour. By 
mid-March, Reuters had put the number of deaths 
at 15,000, alongside almost 2,000 non-fatal injuries. 
Three million Ukrainians have fled the country 
and close to 2,000 buildings have been destroyed. 
Property damage, according to Reuters, has 
amounted to somewhere in the region of $119bn.
It's a grim picture and, at the time of writing, 
it’s impossible to imagine how the situation might 
improve. With this handful of images, we can only 
reflect on aviation’s involvement in the conflict – 
from the pre-war glory of the much-feted Antonov 
An-225 Mriya to the destruction wrought on the 
ground when the Ukrainian forces successfully 
targetted a Russian SU-24. 
THE WAR IN UKRAINE
 AVIATION 
 IN IMAGES
24 April 2022 AIR International
T
he Royal Canadian Air Force 
(RCAF) is undergoing a 
massive effort to modernise 
and upgrade the avionics of 
its fleet of aircraft. Avionics – 
the electronic systems used 
on aircraft – are critical as 
they provide navigation, communication 
and surveillance capabilities and are 
essential to maintaining the safe and 
efficient operation of aircraft. Most of the 
upgrade efforts are to keep aircraft current 
with global air traffic control requirements, 
while others seek to enhance the 
capabilities of a particular fleet.
The RCAF provides the responsive and 
effective airpower needed to defend and 
protect Canadian and North American 
airspace, while also contributing to 
international peace and security. As flight 
path restrictions and safety mandates are 
routinely updated by both civil and military 
aviation regulatory authorities, aircraft 
avionics require regular upgrades to ensure 
they continue meeting the latest regulations. 
The RCAF completed an avionics 
study of its fleets in 2017 to identify 
which avionics capabilities had or would 
become obsolete in each fleet, and to 
provide options to address the gaps. The 
Addressing
This F-18 has received avionics upgrades 
to transform it from a Royal Australian 
Air Force jet to a RCAF CF-18
All photos by Dr Joetey Attariwala
25 April 2022 AIR International
identified gaps fall into the following five 
categories of avionics: communications, 
navigation, surveillance, military 
interoperability and safety of flight.
Fat of the land
The most expansive avionics upgrade 
effort in the RCAF today is the Multi-
Fleet Air Traffic Management Avionics 
(MFATMA) project. According to the 
RCAF, this will ensure aircraft avionics 
systems remain compliant with changing 
air traffic regulations around the world so 
that aircraft continue operating safely – 
using systems like Automatic Dependent 
Surveillance - Broadcast (ADS-B) – and 
that the air force can co-ordinate closely 
with allies. Additionally, MFATMA has a 
large flight safety component – installing 
Cockpit Voice Recorder / Flight Data 
Recorder (CVR/FDR) – and is addressing 
the gaps that do not have these upgrades 
being funded elsewhere.
MFATMA is an umbrella programme, so 
there are no new major contracts, rather 
work will be done predominately through 
existing in-service support agreements, 
with some new contracts to meet project 
objectives,as required. The project seeks 
to upgrade key avionics systems for ten 
major RCAF fleets. These are valued 
at an estimated CA$607.6m (including 
tax). As each fleet has a different set of 
requirements, as well as technical and 
operational restrictions, the schedules 
and equipment for these upgrades will 
vary by fleet.
The MFATMA project will implement the 
avionics capability requirements in two 
groups: Group 1 and Group 2. 
Group 1 consists of avionics capability 
requirements that are ready for 
implementation in five fleets: CC-177 
Globemaster III, CP-140 Aurora, CC-144 
(604) Challenger, CC-150 Polaris, 
Safety and efficiency are at the heart of a major 
avionics upgrade to the Royal Canadian Air Force’s 
fleet. Dr Joetey Attariwala takes a closer look
26 April 2022 AIR International
and the CT-142 Dash-8, affectionately 
known as the Gonzo. Group 2 consists of 
avionics capability requirements that need 
definition work before implementation. 
This includes nine fleets: CF-188 Hornet, 
CC-177 Globemaster III, CC-130J Super 
Hercules, CP-140 Aurora, CH-148 
Cyclone, CH-147F Chinook, CC-144 
(604) Challenger, CC-150 Polaris, and 
the CC-138 Twin Otter. MFATMA will 
also upgrade the training devices and 
simulators for the CC-130J, CP-140, 
CH-148, and CH-147F to enable 
continued RCAF training proficiency.
According to the RCAF, the strategy 
for MFATMA uses existing procurement 
vehicles wherever possible to ensure 
maximum integration of MFATMA work 
into the existing aircraft maintenance 
schedules, thereby reducing operational 
impact due to aircraft unavailability. 
Special consideration had to be given to 
the procurement strategy as it was not 
feasible to seek a single, overarching 
contract for all MFATMA upgrades over 
ten fleets. This is due in part to the 
variation in requirements across the fleets, 
and the intellectual property challenges 
that would be encountered.
Green light
Project Approval was granted by the 
Minister of National Defence on November 
20, 2020. This included Expenditure 
Authority for the Implementation Phase 
for Group 1 and the Definition Phase for 
Group 2. Upgrades to the first fleets of 
aircraft in Group 1 began in early 2021 
through existing in-service support 
procurement vehicles. Expenditure 
Authority for the Implementation Phase for 
Group 2 is planned for September 2022, 
with upgrades to all ten fleets of aircraft 
expected to be completed by 2027.
“The deadline for complying with 
a particular regulation is likely going 
to come before we have an entire 
fleet updated,” said Maj Merrick 
Redden, project officer, Director of Air 
Requirements, RCAF. “We’re well on the 
way to having certain avionics put into 
aircraft so that we will have several in 
each fleet that will be ready to meet the 
mandate, but not the entire fleet.”
One example that Redden noted was 
the CP-140 Aurora, which is currently 
undergoing the Block IV phase of the 
Aurora Incremental Modernization Project. 
“The MFATMA modifications to the Aurora 
will come after the Block IV upgrade, so 
we won’t start that until August 2023, and 
it will be April 2026 once that whole fleet 
has been modified.”
The CH-149 Cormorant and CH-146 
Griffon fleets will address avionics 
upgrades and regulatory requirements 
through their own projects. Another 
programme – the Tutor Life Extension 
– will implement key upgrades to the 
aircraft in order to prolong the Tutor’s 
estimated life to 2030. The project is 
assessing future supportability issues of 
the CT-114 fleet (flown exclusively by 431 
Snowbirds Air Demonstration Squadron) 
with respect to avionics, communications, 
and navigation systems to meet modern 
regulatory requirements.
The life extension plan involves installing 
a glass cockpit to help address some of 
the sustainability issues that are currently 
experienced by the fleet. The aircraft 
will also have ADS-B installed to meet 
navigation standards, and a CVR/FDR. 
Upgrades to all of the RCAF Tutor aircraft 
are scheduled to be completed by 2025.
 
CF-18 Hornet
The CF-18 Hornet is the RCAF’s frontline 
multi-role fighter. Acquired in the early 
1980s the aircraft have undergone two 
major avionics upgrades to date. Current 
efforts will upgrade F/A-18’s that Canada 
acquired from the Royal Australian Air 
Force (RAAF) and will bring these aircraft 
to a CF-18 configuration. A larger and 
more expansive effort will upgrade all 
CF-18s under the Hornet Extension Project 
(HEP). Divided into two phases, HEP1 and 
HEP2, it seeks to keep the fleet compliant 
and capable until the early 2030s.
Speaking about this effort was John 
27 April 2022 AIR International
Soames of the Hornet Extension Project 
at the Fighter Capability Office, RCAF: 
“The last time we did a major avionics 
upgrade for the CF-18 was in the early 
2000s with the Incremental Modernization 
Project, and that was to meet 
interoperability standards. We’re 20 years 
on now, and we’re essentially doing the 
same thing again because avionics have 
advanced, standards have advanced, and 
in the military world, cryptographics have 
advanced as well.”
Under the Interim Fighter Capability 
Project (IFCP), the Government of Canada 
signed a Purchase Arrangement with 
the Australian government on November 
9, 2018, to acquire 18 Australian F/A-18 
Hornets to supplement Canada’s current 
fleet of fighter aircraft until a permanent 
replacement fleet is fully operational. 
These aircraft are meant to help Canada 
simultaneously meet its North American 
Aerospace Defence Command (NORAD) 
and the North Atlantic Treaty Organization 
(NATO) commitments until the permanent 
fleet is fully operational, expected to be in 
2032. The modification and inspections of 
these aircraft are conducted by the CF-18 
Prime Air Vehicle support contractor L-3 
HARRIS in Mirabel, Quebec.
RAAF F/A-18s acquired through the IFCP 
will receive the same avionics upgrades 
as CF-18s. There will be approximately 35 
other upgrades, some minor, to bring the 
aircraft to the same configuration as the 
CF-18. These include the current Canadian 
Operational Flight Program (OFP) software, 
version C21X, that will be installed in 
order for the aircraft to operate to CF-18 
standards. Cockpit instrument indicators 
will be modified for compatibility with the 
Canadian Night Vision Imaging System 
(NVIS), which includes aircraft external 
lighting that will be modified to make it 
compatible with the Canadian NVIS. 
In addition, the aircraft targeting pod 
interface will be modified to allow the 
Canadian Sniper Pod to be used. Another 
major configuration change will see the 
installation of the Naval Common Ejection 
Seat (NACES). One piece of kit that was 
removed from the former RAAF jets was 
their HF radio. Other upgrades outside of 
avionics will also be implemented – key 
among them being various landing gear 
modifications and RCAF paint scheme 
and markings that will be applied to the 
aircraft before a release to service.
“There’s a timeline to get all 18 IFCP 
aircraft into service – we have seven 
operating right now. Those jets are 
approaching 900 hours so they’re 
definitely operational,” said Soames.
Hornet Extension Project – 
Phase 1 (HEP1)
The Hornet Extension Project (HEP) is 
currently estimated to cost CA$1.3bn, 
excluding taxes. The project is 
CLOCKWISE FROM TOP LEFT:
The CT-114 Tutor will receive a new glass cockpit as 
part of the upgrade programme
The CT-114 Tutor will benefit from a package of 
modern avionics to keep it flying until 2030
Although the CH-148 Cyclone is relatively new, it too 
will receive avionics upgrades under MFATMA
After the Block IV upgrade is complete, the CP-140 
Aurora is in line for avionics upgrades under MFATMA
CH-149 Cormorant is expected to undergo avionics 
upgrades in the Cormorant Mid-Life Upgrade project
28 April 2022 AIR Internationalprogressing rapidly to deliver new 
capability to ensure that the CF-18 Hornet 
fleet remains operationally relevant for 
NORAD and NATO operations until 
2032. The HEP encompasses a number 
of enhancements and upgrades that 
will help sustain the current fleet, while 
serving as a bridge until Canada’s new 
fighter (which is yet to be announced) 
reaches full operational capability. HEP 
is being delivered in two phases with 
Initial Operational Capability planned for 
late 2023, and Full Operational Capability 
planned for 2025.
HEP1 is delivering enhancements 
mainly focused on addressing 
evolving civilian air traffic management 
regulations and meeting allied military 
interoperability requirements. This 
includes upgrades to the avionics, which 
includes transponders, satellite radios, 
navigation systems, mission computers 
and enhancements to the current 
Sniper targeting pod. In addition, CF-18 
simulators will also receive the same 
upgrades to ensure a common standard 
between the simulators and actual 
aircraft. These upgrades will be delivered 
on all 94 CF-18 aircraft and encompasses 
the 18 IFCP aircraft.
Avionics upgrades include an updated 
Canadian Operational Flight Program 
(OFP) software, version C27C. The CF-18 
Mission Computer Systems will also 
be upgraded to allow greater memory 
capacity and data throughput. “We 
will do this by activating a card in the 
mission computer, which will provide 
more memory. We’ll also be doing some 
software clean-up and various other 
things to allow the mission computer to 
have more throughput,” said Soames. 
Another software upgrade will include 
Automatic Ground Collision Avoidance 
System (AGCAS) functionality; this 
software improvement, new to all F/A-18 
fleets, will greatly enhance flight safety.
A CVR/FDR will be added to the CF-18 
allowing it to comply with the latest flight 
safety policy for Canadian Armed Forces 
aircraft to be equipped with on-board 
recording devices for the purpose of 
accident prevention and investigation.
A new Embedded Global Positioning 
System / Inertial Navigation System (EGI) 
will ensure that the aircraft meets the 
latest Air Traffic Management regulatory 
requirements, including ADS-B, while 
also ensuring interoperability with allies. 
The EGI will also have M-Code capability 
which is designed to improve anti-
jamming capability and provide secure 
access to military GPS signals. The 
M-code replaces the former P(Y) code, 
providing a secure position source for 
military aircraft. 
A new Combined Interrogator 
Transponder (CIT) will ensure that the 
aircraft meets regulatory requirements 
while remaining interoperable with 
allies with the addition of Identification 
Friend or Foe (IFF) Mode S/5. Mode S 
is a civilian standard which allows the 
aircraft to identify its location. It is used 
in conjunction with the ADS-B capability 
provided with the EGI. Mode 5 is a 
militarised encrypted version of Mode S, 
providing a secure method of identifying 
the aircraft, or unknown aircraft, as either 
a friend or foe. 
New cryptographic systems have 
been selected to meet changing 
interoperability standards so the CF-18 
Hornet can use secure voice radios and 
satellite communications. A new UHF/
VHF radio, along with an integrated 
Satellite Communications System, will 
ensure that the aircraft meets the latest 
interoperability standards with allies. The 
radio will meet the latest interoperability 
standards, while enabling Mobile User 
Objective System (MUOS) SATCOM. 
This will allow secure communications 
29 April 2022 AIR International
with allies worldwide. It will be SATURN 
(Second Generation Antijam Tactical UHF 
Radio for NATO) capable, providing a 
frequency agility capability compliant with 
the latest interoperability standards. 
A new Multifunctional Information 
Distribution System (MIDS) - Joint Tactical 
Radio System Terminals (JTRS) will 
allow near real-time exchange of tactical 
information. It is an improvement over the 
current Link-16 system. It provides enhanced 
throughput, frequency re-mapping and 
programmable crypto, meeting the latest 
allied interoperability standards. 
The current Sniper Targeting Pod is 
undergoing a number of improvements to 
aid capability in order to counter evolving 
threats. “We’re doing an electro-optical 
and infrared enhancement on the pod to 
current battle space until the future fighter 
fleet reaches full operational capability.
This includes the delivery of new sensors, 
new weapons, enhanced survivability 
and improved mission planning and 
security systems. These upgrades will be 
delivered on 36 CF-18As.
The heart of the HEP2 avionics 
upgrade revolves around an updated 
Canadian Operational Flight Program 
(OFP) software, version C31C, and 
the addition of an active electronically 
scanned array (AESA) radar, which 
represents the latest advancements in 
fighter aircraft radar technology. AESA 
radars can radiate multiple beams of 
radio waves at multiple frequencies 
simultaneously, while also spreading 
their signal emissions across a wider 
detection, greater range and better 
guidance over its entire flight envelope 
yielding an improved probability of hitting 
its target.
The JSOW is a medium range precision 
guided weapon designed for engagement 
of defended targets from outside the 
range of standard anti-aircraft defences, 
thereby increasing aircraft survivability 
and minimising friendly losses. Initial 
Operating Capability for HEP2 is expected 
at the end of 2023, and the entire HEP 
project is envisaged to be complete by 
the end of 2025.
“You could say that HEP1 is a more 
general standard while HEP2 is focused 
on high-end combat capability,” Soames 
explained. “While both are capable from 
a combat perspective, HEP2 will be far 
bring some of the internal components to 
a standard that is more representative of 
the capabilities that exist today. As with 
any change, there are upgrades to the 
aircraft software to allow it to integrate 
properly,” said Soames. 
The hardware and software 
improvements will provide an enhanced 
target identification capability, and a two-
way data link addition will strengthen the 
aircraft’s close air support role. The Sniper 
targeting pod will also be moved from the 
hip of the CF-18 (station 4) to a centerline 
carriage (station 5) on the aircraft – this 
will require a wiring modification to station 
5. Moving the pod to the centreline will 
provide an enhanced field of regard, giving 
aircrew much greater battlefield situational 
awareness (this latter effort is being done 
concurrent with HEP, but is not officially 
part of the project).
 
Hornet Extension Project – 
Phase 2 (HEP2)
HEP2 is focused on additional combat 
capability upgrades in addition to 
those of HEP1 to ensure that sufficient, 
operationally relevant, mission-ready 
CF-18 fighters are available to meet air 
power capability requirements in the 
range of frequencies. By their nature they 
are difficult to detect, allowing aircraft 
to radiate powerful radar signals while 
remaining hidden from adversaries. 
Approval has been received to partner 
with the United States Marine Corps for 
the integration of the Raytheon AN/APG-
79(V)4 radar, which is a variant of the 
AESA radar found on the F/A-18E/F Super 
Hornet and EA-18 Growler.
 
HEP2 weapons
Additional weapons upgrades, facilitated 
by the new AESA radar, will enhance 
the CF-18s combat ability. These new 
weapons have been selected to greatly 
improve lethality against short- and 
medium range air and ground threats. 
They include the AIM-9X Sidewinder, AIM-
120D AMRAAM and the AGM-154 Joint 
Standoff Weapon (JSOW C).
The AIM-9X Sidewinder is a short-range 
air-to-air missile and a substantial upgrade 
to the current AIM-9M, of which Canadais 
one of the few remaining allied users. 
The AIM-120D is a beyond visual-range 
air-to-air missile capable of all-weather 
day-and night operations. It is an upgrade 
to the AIM-120 C5 variant, which is still 
in use. The AIM-120D provides for better 
advanced primarily through its AESA 
radar. The concept of operations is still 
being developed, but we could see both 
aircraft operating together, with the HEP2 
jets using their advanced radar and 
passing information via MIDS-JTRS to jets 
with the older radars.”
Fine details
The intention therefore is for the RCAF’s 
avionics upgrades to major aspects of its 
fleet to ensure the platform’s relevance 
for the years ahead. In some cases, this 
will keep an aircraft up to date as it enters 
the middle years of its service life, while 
in others, such as with the Super Hornet 
fleet, it will see one of the last major 
upgrades before a replacement aircraft 
enters service. 
Such programmes also serve as a 
prime example of the requirements 
placed on militaries in maintaining 
fleets throughout service life – it is not 
a simple case of buying a platform 
and operating its until the flight hours 
are done. Rather, systems have to be 
carefully managed and maintained, 
ensuring the continuous development of 
capabilities required to keep up with the 
pace of global development. 
There’s a timeline to get all 18 IFCP aircraft into service – 
we have seven operating right now. Those jets are approaching 
900 hours so they’re definitely operational 
Hornet Extension Project at the Fighter Capability Office, RCAF
RIGHT:
The CH-146 Griffon fleet will recieve avionics upgrades 
under the Griffon Limited Life Extension project
OPPOSITE BOTTOM:
Enhancements to the CF-18 will 
come under the Hornet Extension Project 
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32 April 2022 AIR International
M
icrolights were once 
considered to be 
limited in operation, 
being slow and with 
restrictive structural 
loading limits. Then, 
in 2021, the UK’s Civil 
Aviation Authority (CAA) increased the 
weight definition limit on microlights to 
600kg. Now, two-seater 3-axis control 
tourers such as the Skyranger Ninja, 
Ikarus C42 and Eurofox can do most of 
the things that a conventional Cessna or 
Piper does, but at much less cost and 
with more relaxed pilot licensing and 
aircraft servicing requirements. 
Microlights are becoming very versatile, 
with 85kts cruising speeds being normal 
and 375nm ranges extendable with extra 
fuel tanks. With modern navaids and 
reliable engines, the skies are opening 
up to these machines. In January 2022, 
19-year-old pilot Zara Rutherford entered 
the record books by completing a solo 
five-month, 32,300-mile journey around the 
globe in a Shark UL 3-axis microlight. 
But are these aircraft safe, reliable and 
easy to fly, and will they meet with the 
emerging carbon emission limitation 
requirements for the future? To find out 
more, Air International joined a microlight 
flying club in Hertfordshire, UK, and 
set out to gain an unrestricted National 
Private Pilot’s Licence (Microlight), known 
as the NPPL(M).
 
Origins and definitions
Microlights evolved from powered hang 
glider developments dating back to the 
Will 3-axis microlights take over from GA light aircraft as the sport aircraft of 
choice? Nick Spall took to the skies to find out what makes them special 
revolutio
The microlight
33 April 2022 AIR International
1970s. They are now considered 'ultralight 
aircraft' in the US and the UK, defined 
as weighing less than 115kg, and are 
unregulated as single seater microlights 
(heavier two seat machines are regulated).
As of August 2021, the maximum 
weight limit of a microlight, either a 3-axis 
conventional aircraft type or a ’flex-wing’ 
trike/weight-shift control aircraft, has to 
be less than 600kg and have a landing 
speed of less than 45kts.
Microlights in the UK are limited by the 
Civil Aviation Authority (CAA) to two seats, 
cannot be flown in cloud or at night, and 
have to adhere to Visual Flight Rule (VFR) 
restrictions. Having said that, touring 
across the UK is perfectly possible at 
a normal altitude of 1,500-3,000ft and 
a maximum operating ceiling of about 
13,000ft allows GA-type flexibility.
Other additional microlight restrictions 
include a ban on aerobatics, while tight 
turns with a wing angle greater than 60° 
are not permitted. 
However, with landing and take-off 
distances of only 150m, microlights 
CLOCKWISE FROM MAIN IMAGE:
The Comco Ikarus C42 3-axis microlight is used for 
training All images: Nick Spall
 
Flying over Hertfordshire at 1,200ft in the C42
Inside an Ikarus C42 trainer cockpit. Note the central 
control column and dual control rudder pedals 
tion
34 April 2022 AIR International
experience is needed to qualify, although 
most candidates would probably require 
at least 30-35 hours, particularly as long-
distance navigation exercises of up to 
100nm need careful preparation and 
good training weather is a must. Notably, 
the unrestricted NPPL(M) minimum of 
25 logged hours is less than the more 
onerous NPPL demands for GA aircraft, 
which involve a minimum of 43 hours of 
training. Most pilots can normally expect 
to go solo after 10-20 hours.
You would generally fly in less than a 
15kt winds while training and, for the 
early Skyranger-type aircraft, more rudder 
would be needed in turns. Overall, the 
feeling is just like a Cessna, although on 
a thermic day the bumps might be a little 
more noticeable.
 
Cost advantages
Learning to fly in a small GA two-seat 
Cessna 152 is expensive for many, 
normally costing over £200 per hour 
in the UK – obtaining a full PPL licence 
could amount to a £10,000+ investment. 
Extensive ground study exams are a 
further commitment and a JAA flight 
medical examination is required.
By contrast, some microlight schools 
charge only £130 per hour for instruction. 
So assuming a course of some 30 hours 
spread over a few weeks, an initial training 
budget of £4,000 is to be expected. 
With ground school and fees for the 
five theory exams – air law, meteorology, 
human performance, navigation and 
aircraft-technical – plus the actual final 
flying test cost, the BMAA licence 
application and club membership fee, 
then a total NPPL (M) course cost of 
£5,000 appears quite reasonable. A 
medical examination is required via a 
self-certification questionnaire process, 
available online from the BMAA/CAA.
Microlights can be flown solo by pilots 
as young as 17 in the UK and there is no 
upper age limit. The Hertfordshire-based 
veteran pilot and former aero-engineer 
Ted Barrett is probably the UK’s oldest 
qualified active pilot, turning 100 years 
old in May 2021 (see Ted Barrett:'old and 
bold' on page 35).
 
Owning a microlight
A 3-axis microlight can be home-
built from a kit, although most of them 
are factory-assembled. A brand-new 
Skyranger Ninja, Ikarus C42, Eurostar or 
Eurofox would cost between £50,000-
£100,000, but secondhand prices start 
at about £20,000 and can go on to 
provide years of service, often equipped 
with Rotax four-stroke 912 (80hp) or 
912S (100hp) engines. Ballistic recovery 
parachute systems can be fitted, if desired.
An annual Permit to Fly check will be 
required from the BMAA, but this is 
cheaper and more straightforward than 
the Certificate of Airworthiness issued for 
heavier GA aircraft.
are very versatile and can make use of 
small grass farm strips while touring the 
country. With good engine endurance 
and reliability, flights across the Channel 
to France and beyond are possible – the 
80-100hp engines use regular four-star 
unleaded petrol.
 
Learning to fly 
AI took a relatively slow approach to 
learning to fly at a microlight school, 
with about 10 months of lessons spread 
across the winter and summer months to 
eventually pass the required flying tests 
and five ground school exams. 
Details of how to go about obtaining a 
microlight pilot’s license are available from 
the British Microlight Aircraft Association 
(BMAA). At least 25 hours’ training 
CLOCKWISE FROM TOP LEFT:
The venerable Skyranger Classic microlight, 
with an Ikarus C42 parked behind it 
 
The control panel of a Eurofox microlight. 
Modern navaids such as the SkyDemon 
GPS unit make touring easy and safe
An Ikarus C42, a 3-axis microlight at Norwich 
airport, with pilot Ray Wilkinson 
Nick Spall beside a Skyranger 
Classic 3-axis microlight
A modern Eurofox 3-axis microlight 
dual control with a 'slippery' fuselage 
design, ideal for long-distance cruising
35 April 2022 AIR International
and more capable aircraft fuselage and 
wing structures can be introduced. Also, 
 we can begin to move towards sustainable 
bio-fuels and electric-powered aircraft for 
the UK general aviation scene.”
 
Environmental benefits 
With a consumption of about 12 litres of 
fuel per hour, which corresponds with 
about 26 miles per gallon for a 65-litre 
fuel tank, the fuel efficiency of a microlight 
is highly appealing. 
Biofuels are now being used. For 
example, in 2021, the RAF achieved 
a world first by flying an Ikarus C42 
microlight using pure synthetic fuel made 
from water and CO2 – referred to as UL91 
by its manufacturers, Zero Petroleum.
And with electric-engined aircraft such 
as the Pipistrel emerging for at least 
45-minute endurance training flights, 
microlight flying will soon become 
greener and more sustainable.
The 3-axis microlight has an exciting 
future ahead as a personal touring flying 
machine, being easy to fly, safe and 
reliable. For many in the general aviation 
world, the genuinely affordable sports 
aircraft is with us at last. AI
Some microlight pilots join ownership 
syndicates – these can vary from two 
up to ten people in a group. A typical 
good-value set-up for a basic Skyranger 
syndicate might include a three-year 
contribution of £1,500, with £35 per 
month and £30 per hour applied to cover 
aircraft insurance, basic maintenance fees 
and hangarage costs.
 
Flying ranges
An Ikarus C42 using a 65-litre tank and 
with a 20-minute reserve could typically 
achieve a cruising range of 325nm, flying 
at best cruise speeds of 86kts. Using 
an auxiliary tank of 130 litres, this range 
could be extended to 778nm. The recent 
new and more relaxed 600kg weight 
restrictions allows more fuel to be carried 
by touring microlights in the UK.
Ray Wilkinson, principal lecturer in 
aerospace engineering at the University 
of Hertfordshire and an experienced 
3-axis microlight pilot, said of the new 
CAA flexibility: “This move will free up the 
microlight scene in the UK so that more 
flexible long-distance travel can occur for 
two-seater ‘sport’ aircraft in the future. 
More fuel can now be carried, and stronger 
Ted Barrett: 'old and bold'
Known as 'Young Ted' to his flying 
colleagues, veteran pilot Ted Barrett still 
takes to the skies over the UK as often as he 
can. He obtained his Brabazon Licence way 
back in 1950 and has flown everything from 
gliders and powered gliders to GA aircraft – 
including Tiger Moths – and microlights.
Ted served as an aero-engineer in the RAF 
during World War Two, working on Bristol 
Type 156 Beaufighters, Wellingtons and 
DC3 Dakotas, followed by post-war civilian 
propeller aircraft such as the de Havilland 
DH.95 Flamingo, Doves and Britannias, 
followed by jet aircraft such as the Boeing 
707 and the 737. He worked for Freddie Laker 
in the 1960-1970s and is still registered as 
a CAA-licensed aero-engineer. For Ted, flying 
microlights – now with another qualified pilot 
beside him for insurance reasons – gives him 
great satisfaction: “Flying keeps me youthful 
and is still a real joy after all these years.” 
 Ted has seen a huge evolution in aviation 
across his long life and his wit and humour 
is undiminished – when the author flew to 
Norwich Airport with him and asked when 
he was last there, he replied with a smile: 
“Oh, quite recently... it must have been 
back in August 1942!”
Approaching his 101st birthday, pilot Ted Barrett 
still loves flying 3-axis microlights
36 April 2022 AIR International
B
eyond US platforms such 
as Lockheed Martin’s 
timeless F-16 and the 
new fifth-generation 
F-35 stealth fighter, the 
dominant indigenous 
fighter in Europe is, 
of course, the Eurofighter Typhoon, 
which began entering service with the 
four countries – Germany, Italy, Spain 
and the UK – from 2003.
The UK’s RAF, which has 160 
Typhoons but intends to retire its older 
Tranche 1 aircraft by 2025, operates 
the type alongside the US-based 
Lockheed Martin’s F-35 Lightning II. 
In terms of the future fighter force 
mix, an RAF spokesperson told Air 
International: “The UK is committed 
to developing its combat air capability 
through continued capability growth in 
both the Lightning and Typhoon fleets, 
as well as significant investment in the 
Future Combat Air System (FCAS), as 
announced in the Integrated Review.
“The UK committed to procurement 
of additional F-35s beyond 48 in the 
Integrated Review and the detailed 
work to achieve this is now 
underway. The precise force 
mix of Typhoon, F-35B 
and FCAS will depend 
on assessments 
of the ongoing 
requirement.”
Regarding the Typhoon specifically, 
the RAF spokesperson noted that 
the retained “higher-capability 
platforms... will be upgraded with the 
UK-developed European Common 
Radar System Mark 2 (ECRS Mk 2) 
active electronically scanned-array 
(AESA) radar, maintaining Typhoon’s 
lethality and survivability until at least 
2040. Typhoon aircraft will continue 
spiral capability upgrades in line 
with UK defence priorities and the 
organic development of the four-nation 
programme.”
Ultimately, said the spokesperson: 
“FCAS will replace Typhoon, retaining 
a force mix alongside the F-35B, 
providing a potent mix of next-
generation combat air 
power from both land 
and sea.”
Faced with competition from the US, European 
aerospace firms are pressing ahead with fourth- 
and 4.5-generation platforms such as the Gripen, 
Typhoon and Rafale. Peter Felstead reports
Dogf ightD
April 
Dogf ight
April 2022 
Dogf ight
2022 AIR International
Dogf ight
AIR International
Dogf ight
aerospace firms are pressing ahead with fourth- 
Dogf ight
aerospace firms are pressing ahead with fourth- 
and 4.5-generation platforms such as the Gripen, 
Dogf ight
and 4.5-generation platforms such as the Gripen, 
Typhoon and Rafale. 
Dogf ight
Typhoon and Rafale. Peter Felstead
Dogf ight
Peter Felstead reports
Dogf ight
 reports
A