Cirrus said deliveries of the G3 are already underway. The new version builds on the Vision Jet G2+ platform rather than changing performance fundamentals, focusing instead on usability, comfort, and digital integration. More than 700 Vision Jets have been delivered since the aircraft entered service in 2016, making it among the best-selling jets in general aviation. 

The most visible change is inside the cabin. The G3 introduces a redesigned third-row bench seat that allows the aircraft to carry six adults and one child, compared with the more limited rear-row configuration on earlier models. Cirrus also reshaped the seating layout to improve legroom for rear passengers and simplify seat adjustment and removal when owners need more cargo space. 

Cirrus reworked the seats themselves as well, adding bolstering, folding armrests, and hardshell seatbacks wrapped in Alcantara. The company said the redesign eliminates a common complaint from earlier models related to noise and flex in the energy-absorbing seat structure used to support the aircraft’s whole-airframe parachute system. 

Tray tables now stow in the sidewalls instead of a center console, opening up floor space between the middle seats. Cirrus also removed the overhead cabin screen, acknowledging that most passengers rely on personal devices for entertainment. New mounting points on the seatbacks allow owners to attach phones, tablets, or cameras. 

In the cockpit, Cirrus added several features aimed at reducing pilot workload. The Vision Jet G3 introduces air traffic control datalink capability, allowing pilots to receive route changes, altitude assignments, and frequency changes digitally rather than by voice. The system also supports push-to-load functionality, letting pilots send instructions directly into the avionics. 

Other avionics updates include automatic database updates through the Cirrus IQ Pro Advanced subscription, alerts-linked electronic checklists that call up relevant procedures when cautions or warnings appear, and taxi routing with 3D airport surface mapping. Cirrus also automated certain routine tasks, such as standard barometric pressure changes when climbing or descending through 18,000 feet. 

Externally, the Vision Jet G3 gains new Cirrus Spectra wingtips with brighter landing lights and a distinctive halo effect, drawing from design elements first introduced on the SR series piston aircraft. Cirrus also revised the aircraft’s environmental system inlet on the nose to reduce cabin noise when the air conditioner cycles on. 

Performance remains largely unchanged, though Cirrus said the G3 benefits from a higher maximum operating Mach number in colder conditions, allowing slightly higher cruise speeds when temperature permits. The aircraft retains the Williams International FJ33-5A engine and a maximum operating altitude of FL310. 

The G3 Vision Jet did not receive an upgrade to Garmin G3000 Prime avionics, as some buyers had hoped it would. Cirrus Chief Executive Officer Zean Nielsen said the G3 reflects continued investment in personal aviation rather than a clean-sheet redesign. “The Vision Jet was always intended to evolve,” Nielsen said, pointing to the aircraft’s growing role in owner-flown business travel and charter operations. 

Cirrus said avionics upgrades introduced with the G3 will be available for earlier Vision Jet models, an important consideration for the existing fleet as digital datalink capabilities become more common, particularly in European airspace. 

The Vision Jet G3 carries a base price of about $3.6 million. 

According to reports on February 3, 2026, COMAC signed a letter of intent (LOI) with Shanxi Victory General Aviation for three C909s, with an option to purchase three more.

According to Aviacionline, the C909 firefighter can carry 10 metric tons of water or retardant and can accommodate 19 people onboard.

The C909 received certification approval from the Civil Aviation Administration of China (CAAC) in December 2025.

The C909 can be adapted for a variety of missions including medical rescue, freighter services and also operate as an emergency rescue command aircraft.

COMAC said on Tuesday that it participated in the Singapore Airshow 2026 held at the Changi Exhibition Centre, showcasing the C909 and C919 aircraft and further deepening exchanges and cooperation with partners. During the airshow, the C919 aircraft, the C909 medical aircraft,… pic.twitter.com/pZERIF4I7V

— Global Times (@globaltimesnews) February 3, 2026

COMAC is showcasing a C909 and C919 at Singapore Airshow with the C909 configured as a medical aircraft with ophthalmic diagnostic and surgical facilities. Indonesian airline TransNusa is also displaying one of its C909s.

The C909 aircraft traditionally has a layout of 78 to 97 seats and a range of 2,225 to 3,700 kilometers. More than 170 C909 aircraft have been delivered to domestic and foreign customers.

Pilots working for the European Aviation Safety Agency (EASA) have recently been conducting test flights of the larger C919 commercial airliner in Shanghai.

The flights form part of COMAC’s bid to have the C919 certified by Western regulators and open new business avenues in foreign markets.

The aircraft will now move on to production flights before integrating specific systems to fulfill ROKAF requirements.

In the statement issued on February 3, 2026, Embraer said that this achievement represents a significant step following  South Korea’s selection of  the C-390 for its Large Transport Aircraft (LTA-II) program, becoming the manufacturer’s first Millennium customer in Asia.

“The progress of Republic of Korea’s first C-390 Millennium demonstrates both the efficiency and maturity of our production line and the strength of our partnership with DAPA, ROKAF and our Korean suppliers,” said Bosco da Costa Junior, President and CEO of Embraer Defense & Security. 

C-390 Millennium capabilities

The C-390 Millennium is a modern military transport aircraft with a payload capacity of 26 tons, a cruising speed of 470 knots, and a longer range compared to other medium-sized aircraft.

It can perform a wide range of missions including cargo and troop transport, equipment and personnel airdrop, medical evacuation, search and rescue, firefighting, and humanitarian operations. It can also operate from temporary or unpaved runways. 

The aircraft configured with quick-installation air-to-air refuelling equipment under the designation KC-390 can operate both as a tanker and as a receiver. The Millennium is fully interoperable within the NATO environment and especially suitable for Agile Combat Employment (ACE) operations.

“This aircraft represents advanced multi-mission capabilities and reliability backed by engineering excellence for ROKAF,” Bosco da Costa Junior added. “Additionally, industrial cooperation with Korea is advancing very well and strengthening our global supply chain as we scale up our C-390 production to support global customers.”

So far, the C-390 Millennium has already been selected by air forces in Brazil, Portugal, Hungary, South Korea, the Netherlands, Austria, the Czech Republic, Sweden, Uzbekistan, Slovakia, and Lithuania.

In his social media attack against Canada on January 29, 2026, President Trump threatened to “decertify” Bombardier Global Express jets and “all aircraft” made north of the US border.

According to Bloomberg, on February 2, 2026, at the Changi Aviation Summit in Singapore the FAA Administrator Bryan Bedford raised his own issues over foreign countries not certifying US-made planes.

“Our concern is whether or not sufficient resources are being applied to US products equal to the resources that we’re applying to certify foreign products. So, we just want a level playing field,” Bedford told reporters.

In his original social medial President Trump claimed that Canada had “illegally” refused to certify Gulfstream’s G500, G600, G700, and G800 aircraft and additionally threatened a 50% tariff on Canada for any aircraft sold into the US if the situation is not “immediately corrected”.

Trump’s latest Canada eruption: taking aim at Bombardier and threatening new tariffs on planes pic.twitter.com/d4BLxVV3am

— Josh Wingrove (@josh_wingrove) January 29, 2026

Gulfstream’s G800 aircraft was certified by the FAA and European Union Aviation Safety Agency (EASA) in April 2025 while the G700 was approved in the US in 2024. The FAA certified the G500 in 2018 and the G600 in 2019.

Bloomberg reported that Bedford said that when the FAA certifies an aircraft, it expects other aviation regulators to accept its certification.

Bedford told reporters that other countries’ aircraft safety validation process “shouldn’t take five, six, and seven years”.

While the US administration said that any decertification would not affect Canadian-built aircraft already in operation the row could disrupt the North American aerospace industry and put jobs at risk.

Bombardier shares dropped 9% on January 30, 2026, following President Trump’s post on social media.

On January 29, 2026, Bombardier issued a statement acknowledging it had “taken note” of President Trump’s post.

The company hit back saying that Bombardier “employs more than 3,000 people in the U.S. across 9 major facilities and creates thousands of U.S. jobs through 2,800 suppliers”.

Bombardier added that the firm was actively expanding in the US, including the introduction of a new service center in Fort Wayne, Indiana.

“Thousands of private and civilian jets built in Canada fly in the U.S. every day. We hope this is quickly resolved to avoid a significant impact to air traffic and the flying public,” Bombardier said.

In a statement on February 2, 2026, Boeing announced that the contract prolongs the current 17-year partnership between the two companies and sets up a local production line for the advanced system.

“This partnership serves as a practical investment in national defence and regional security aligned to Australia’s Guided Weapons and Explosive Ordnance Enterprise sovereign objectives,” said Bob Ciesla, Vice President of Boeing Precision Engagement Systems.

The High Altitude Anti-Submarine Warfare Weapon Capability (HAAWC) system, which is fitted to the P-8A aircraft, enables it to launch Mk 54 torpedoes from high altitudes, allowing crews to target submarines in any weather conditions.

Ferra provides precision components for various Boeing programs, including the Australian-made MQ-28 Ghost Bat, and also exports parts to the US for the F/A-18F Super Hornet, AH-64E Apache, and P-8A Poseidon, developed under the Australian Defence Force’s Global Supply Chain Program.

“This contract highlights the importance of collaboration in advancing our nation’s defense capabilities,” said Aaron Thompson, CEO of Ferra Engineering.

In 2023, the companies signed a Memorandum of Understanding to create wing kits for Joint Direct Attack Munition Extended Range (JDAM ER) and Joint Direct Attack Munition Long Range (JDAM LR).

Boeing said that its participation in the Global Supply Chain program has significantly “enhanced opportunities” for the Australian industry to export products, services, and technology within its global supply chain.

On February 2, 2026, the eve of the Singapore Airshow, CAAS, CFM and Airbus signed a Memorandum of Understanding (MOU) to explore advanced propulsion technologies.

The group will establish Singapore as the world’s first airport testing ground for operations of CFM’s Revolutionary Innovation for Sustainable Engines (RISE) technologies, with a focus on open fan engine architecture.

“The partnership will study the impact of Open Fan and other RISE programme technologies on airport operations to develop a comprehensive readiness framework that serves as the global blueprint for airframers, airports, and airlines worldwide,” said a spokesperson for the project.

The MOU was signed at the 3rd Changi Aviation Summit by David Dufrenois, CEO of Safran Singapore, on behalf of CFM and Head of Technology at Airbus, Rémi Maillard, along with Director-General of CAAS, Han Kok Juan.

Open fan engine development is seen as a leading technology in aviation’s drive to reduce carbon emissions. Open fan architecture removes the traditional engine casing, allowing for a larger fan size with less drag.

The RISE program is targeting more than 20% better fuel efficiency compared to commercial engines in service today.

“Open Fan engine architecture is being developed to reduce emissions, lower noise, and ensure compatibility with future hybrid-electric systems, positioning it as a cornerstone technology for efficient air travel from the next generation of commercial narrow-body aircraft,” said the group spokesperson.

Under the MOU, the parties will:

• Co-develop a comprehensive readiness framework to integrate Open Fan engines for the next generations of aircraft, into existing airport operations, including aircraft system and design considerations, infrastructure modifications if any, operational procedure changes, safety standards, and regulatory procedures. 
• Leverage Singapore’s aviation ecosystem to exchange technical and operational expertise across areas, including airport design, safety protocols, regulatory frameworks, and operational procedures to inform the readiness framework development. 
• Plan to conduct operational trials of the RISE program’s Open Fan engine demonstrators at Singapore Changi Airport or Seletar Airport to test and validate the readiness framework and assess operational feasibility of this new technology. 

“This first-of-its-kind agreement is a huge boon for the CFM RISE development program. These technologies are designed to deliver unprecedented improvements in fuel efficiency (and emissions) in a highly robust future product that can support demanding operations. Now, having the ability to perform a real-world demonstration ‒ from ground handling to maintenance actions, to airport operations ‒ will give airlines and, hopefully, the flying public, confidence in the safety, durability, and efficiency of Open Fan,” said Gaël Méheust, President and CEO of CFM International.

In a statement released on February 2, 2026, the airline announced that this milestone brings its total fleet to 33 aircraft, following the delivery of seven Boeing 787 and 737 aircraft over the past 12 months.

The carrier added that these deliveries have supported its “recent network growth and increased flight frequencies.”

“We are delighted to welcome the latest addition to our fleet, the Boeing 737 MAX-8, marking another milestone in Oman Air’s ongoing fleet modernisation journey,” the carrier announced on X, along with pictures of the aircraft’s arrival.

According to flight-tracking data from Flightradar24, the aircraft flew from Glasgow, United Kingdom, to Muscat, Oman, on February 1, 2025, departing at 00:26 local time and arriving in Muscat at 11:39 local time.

Upgrading narrowbody operations

The new aircraft, registered as A4O-MR, will be used on short- and medium-haul routes, enhancing Oman Air’s narrowbody operations with “greater capacity, efficiency and advanced technology for the years ahead.”

The aircraft features advanced noise-reduction engine technology, providing a quieter cabin experience, and features updated interiors designed to improve passenger comfort. It can typically accommodate up to 189 passengers, depending on the cabin layout.

Equipped with high-efficiency CFM International LEAP-1B engines, the aircraft aims to lower fuel consumption and carbon emissions, aligning with the airline’s sustainability objectives while supporting a “premium, modern cabin environment.”

Looking ahead, Oman Air is preparing for the next stage of its fleet development, with six new widebody aircraft set to be delivered starting mid-2028.

In a post on Truth Social on January 29, 2026, Trump declared that the US was “decertifying” Bombardier Global Express aircraft and “all aircraft made in Canada” until Gulfstream’s G500, G600, G700, and G800 become “fully certified.” He also threatened a 50% tariff on “any and all aircraft sold into the United States” if the situation is not “immediately corrected”. 

Bombardier said that it had taken note of Trump’s statement and was in contact with the Canadian government, warning that the issue could have a “significant impact” on air traffic and passengers if it spirals. 

White House official: no move to ground aircraft already flying 

While Trump’s wording suggested sweeping action, a White House official told Reuters the president was not suggesting decertifying Canadian-built aircraft already in operation. US airline officials said FAA officials had made similar assurances. 

This distinction matters, because the US fleet includes thousands of Canadian-manufactured aircraft across business aviation, regional fleets, and helicopters. According to data provider ch-aviation, 2,188 Bombardier aircraft are currently registered in the US. 

How big could the impact be? 

A broad decertification threat, even if ultimately limited in scope, has rattled airlines and industry groups because Canadian-built aircraft are deeply embedded within North American aviation. 

American Airlines and Delta Air Lines rely on Canadian-made aircraft for regional operations. The uncertainty also extends to aircraft with Canadian production footprints, including Airbus A220s produced in Canada, although many A220s for US operators are assembled in Mobile, Alabama. 

The IAM union has warned that Trump’s threats could disrupt the North American aerospace industry and put jobs at risk on both sides of the border, with Bombardier employing about 3,000 people in the United States. 

Certification, validation, and what regulators can actually do 

Trump’s threat also runs into the reality of how aircraft certification works. Under international practice, the state of design issues the primary type certificate for the design of an aircraft. Other authorities typically validate that approval, sometimes requesting additional data or imposing conditions.

Transport Canada describes this process as “validation of a foreign approval” to obtain a Canadian approval or acceptance. The FAA’s bilateral framework with Canada likewise sets out pathways ranging from streamlined validation to deeper technical validation. 

In this case, Gulfstream aircraft are designed in the US, so the FAA is the primary authority. Trump said Canada has refused to certify the G500, G600, G700, and G800. Trump also pointed to the G800, which was certified by both the FAA and EASA in April 2025. 

Even if the political pressure escalates, it is not clear whether the FAA has the authority to revoke certifications on economic grounds, with certification actions usually tied to safety.  

On January 29, 2026, Reuters published an article having spoken to industry sources about the launch of the Airbus A220-500 later this year, with an announcement penciled in for the Farnborough International Airshow in July.

While the project is still subject to approval, Airbus will want to try and establish if there is an appetite for the new jet, which will seat around 180 passengers

The Airbus A220-100 typically seats between 100 and 135 passengers, while the A220-300 can carry between 120 and 150.

Rumors of an announcement on Airbus’ newest jets received a boost this week when the new CEO of the Commercial Aircraft business, Lars Wagner, appeared to endorse a stretched A220 while speaking at an industry conference.

On January 23, 2026, US lessor Avolon indicated that a new commercial aircraft program launch could be announced in 2027, with the Airbus A220-500, A350-2000 and Boeing 777-10X all in contention.

Confirming that “a large number of commercial programs are in the works,” Avolon predicted that next year could see an aircraft manufacturer moving forward with their next aircraft program.

“2026 feels too soon for a new program launch, but 2027 may just be the year,” said Avolon’s Up Next report.

Delta Air Lines, Breeze Airways, airBaltic, Air France, and JetBlue all operate A220 aircraft and so could be seen as potential customers.

Formerly the Bombardier CSeries, Airbus took over production of the A220 in 2019. Production takes place in both Mirabel, Canada, and Mobile, Alabama in the US.

During the October-to-December quarter, Textron Aviation brought in about $1.7 billion in revenue, up 36% from the same period a year earlier. The company credited the gain to higher aircraft volume, plus a lift in parts and service work. 

Textron Aviation shipped 49 business jets in the quarter, up from 32 a year earlier, and delivered 43 commercial turboprops, up from 38.  

The quarter included deliveries of four Citation M2 Gen2s, nine CJ3+s, nine CJ4 Gen2s, three Citation Ascends, 13 Latitudes, and 11 Longitudes.  

Across the full year, Textron Aviation generated roughly $6 billion in revenue, up from $5.3 billion in 2024, and delivered 171 business jets, versus 151 the previous year. Turboprop deliveries also climbed, with 146 commercial turboprops delivered in 2025 compared with 127 in 2024.  

Textron Executive Chairman Scott Donnelly said that the business saw solid order flow and customer demand, ending the year with a $7.7 billion backlog at Textron Aviation.  

The quarter also brought product milestones. Textron Aviation secured FAA certification for the Citation Ascend, CJ3 Gen2, and the M2 Gen2 equipped with autothrottles, and the company started deliveries following certification. Textron also continued flight testing on the Beechcraft Denali program, which topped 3,200 hours by year end.  

Lisa Atherton, who became Textron’s CEO in late 2025 and took over as president and CEO of Textron Aviation on January 4, told investors that the aviation unit “is well-positioned for the future,” pointing to the backlog and continued order flow.  

Looking ahead, Textron guided to about $6.5 billion in Textron Aviation revenue in 2026, which would mark roughly 9% growth from 2025. Atherton remarked that the company will focus on execution and productivity, while noting that engine availability remains a key constraint which the team continues to work through with suppliers.  

At the parent-company level, Textron reported 2025 revenue of $14.8 billion and forecast about $15.5 billion for 2026. 

This iconic cargo aircraft is an A300-600 aircraft which has been specially customized to carry oversized cargo, such as wings and other aircraft sub-assemblies, between the different Airbus production plants scattered across Europe. 

Its bulging shape is the result of having cut off the top of an A300-600 to integrate it with the upper part of a second fuselage. Loading and unloading is done through the aircraft’s upper frontal section, which opens upwards, right above the cockpit. 

Airbus previously operated a fleet of five such aircraft, which from 1994 replaced the Super Guppy, a heavily modified version of the Boeing 377 Stratocruiser. An example of this aircraft is currently preserved at the Airbus Aeroscopia museum in Toulouse, France.  

Since 2020, the BelugaST has been progressively replaced by the BelugaXL, which follows the same design concept as its predecessor, but is based on the more modern Airbus A330. The BelugaXL has provided Airbus with 30% more space and range than the ST for the same type of missions. 

Airbus tried to find a new mission for its old BelugaST fleet by making them available to third-party cargo operators. However, these attempts failed to meet expectations. Airbus Beluga Transport (AiBT), the dedicated air cargo subsidiary created by the European manufacturer with this purpose, was closed down in 2025, sealing the fate of the BelugaST fleet. 

This final BelugaST flight will be performed by the fifth of these aircraft, registration F-GSTF. On its approach before its final landing at Hawarden (CEG), the airport serving Airbus Broughton factory, the aircraft will perform a fly-past over North Wales.

Although no specific aircraft types are mentioned in the announcement, which was made on January 27, 2026, its wording refers to a “Memorandum of Understanding” (MoU) to develop an integrated regional transport aircraft ecosystem in India”.  

The collaboration appears to be wide-ranging, covering areas such as manufacturing and supply chain management as well as the provision of aftermarket services and pilot training. 

The ultimate goal will be the establishment of an assembly line for Embraer regional aircraft in India. 

This project would fit well within the Aatmanirbhar (“Self-reliant” in Hindi) Aviation vision. This is a broad initiative launched by the Modi government in 2020, which aims to increase the scope and capabilities of the Indian aerospace industry with strategic independence in mind. 

Aatmanirbhar Aviation covers both the military and civilian spheres and encompasses projects such as the locally developed Tejas light fighter jet, the establishment of local assembly lines in India for the Airbus C295 and the Dassault Rafale military aircraft and the massive investment in upgrading airport infrastructure across the country. 

Under the terms of the Embraer-Adani partnership, the two companies are expected to work together on India’s so-called Regional Transport Aircraft (RTA) program. This aims to develop a domestically developed regional aircraft or, at the very least, one with a high percentage of participation from Indian industrial partners. 

In this context, Embraer would contribute its engineering and aircraft manufacturing expertise while Adani would bring to the project its well established industrial and logistics capabilities in India, with the group’s companies being active in relevant fields such as airport infrastructure, manufacturing, MRO services and pilot training. 

For Embraer, one of the main rationales for this project is the opportunity to play a major role in the ongoing efforts to develop commercial regional aviation n India under the umbrella of the UDAN program.  

According to Arjan Meijer, President and CEO of Embraer Commercial Aviation  “India is a pivotal market for Embraer, and this partnership combines our aerospace expertise with Adani’s strong industrial capabilities and commitment to indigenization. Together, we will evaluate the most viable, advanced, and efficient solutions in support of India’s RTA ambitions and their potential for implementation.” 

This government-support scheme aims to boost the air connectivity of second and third tier cities throughout the country and has drawn the attention of numerous operators and OEMs due to the huge opportunity it represents in terms of air traffic growth. 

In a press release announcing this project, Embraer also highlighted that it has long had a presence in India, with around 50 aircraft of different types currently operating in the country, including with the Indian Armed Forces.

On January 26, 2026, Airbus announced that the company had secured 544 gross orders (net: 536) in 2025, highlighting a strong market growth from 455 gross orders (net: 450) in 2024.

In December 2025, Spain placed orders for 100 Airbus helicopters through the Directorate General for Armament and Material (DGAM).

The order included 50 H145Ms, 31 NH90s for all three branches of the armed forces, 13 H135s and the first orders (six) for the H175M.

“Airbus Helicopters’ outstanding performance in 2025, marked by an order intake increase close to 20% in units, demonstrates that our modern civil and military portfolios are delivering the precise mission capabilities required in today’s complex environment,” said Bruno Even, CEO of Airbus Helicopters.

Other orders in 2025 highlighted by Airbus included Germany activating an option for 20 additional H145Ms and Greece ordering Super Puma H215s for firefighting duties.

Morocco also signed a contract for 10 H225Ms and the UK National Police Air Service ordered seven H135s.

With 149 orders, the H145 has once again reaffirmed its position as the best seller on the civil and parapublic and military markets. In total, Airbus Helicopters’ 544 orders came from 205 customers in 50 countries.

Airbus Helicopters also confirmed that 392 units were delivered in 2025 compared to 361 in the previous year.

These included the first H160 in a law enforcement configuration being delivered to the French Gendarmerie Nationale and a firefighting model to Hiroshima City Fire Services Bureau.

2025 was the Airbus #H140’s debut year, and we’re closing it with a "triple" milestone: all 3 prototypes are now airborne!
Next mission? Prototype 2 is getting ready to head off to Finland and Norway for a cold weather campaign in 2026. A 4th prototype will… pic.twitter.com/m7ySSlGrF7

— Airbus Helicopters (@AirbusHeli) December 23, 2025

Airbus Helicopters said it also saw a strong market momentum for its Uncrewed Aerial Systems (UAS) in 2025.

Airbus signed its first UAS contracts with Drone Forge and the European Maritime Safety Agency opting for Flexrotor and the French Ministry of Armed Forces ordering six VSR700s.

“We are leading the shift toward UAS by integrating Survey Copter into our core operations, establishing a comprehensive range of tactical drones. By combining drones with our advanced and unique HTeaming capabilities, we provide a seamless, networked ecosystem for the modern battlespace. I want to thank our customers for their unwavering trust as we continue to pioneer the future of aerospace,” added Even.

The EASA approval follows type certification from Transport Canada in November 2025 and validation by the Federal Aviation Administration in December. Bombardier says the aircraft entered service in December 2025, marking the formal launch of its new flagship business jet. 

With certification now complete across North America and Europe, the Global 8000 becomes the fastest civilian aircraft in service since the Concorde era, with a top speed of Mach 0.95. Bombardier is positioning the aircraft as both a performance leader and a long-range workhorse, offering a range of up to 8,000 nautical miles, allowing nonstop missions between city pairs such as Dubai-Houston or Singapore-Los Angeles under typical operating conditions. 

The Global 8000 builds on the Global 7500 platform but pushes performance further, pairing speed and range with a notably low cabin altitude. At a cruise altitude of 41,000 feet, the cabin altitude sits at just 2,691 feet, the lowest of any production business jet, a feature Bombardier says reduces fatigue and improves passenger comfort on ultra-long-haul missions. 

“Attaining EASA certification illustrates the hard work and dedication of Bombardier’s highly skilled employees and suppliers,” said Stephen McCullough, Executive Vice President of Engineering, Product Development and Bombardier Defense. He added that the approval strengthens momentum behind the program as deliveries ramp up in 2026. 

Beyond speed and range, Bombardier is emphasizing operational flexibility. The Global 8000 features advanced wing design and leading-edge slats intended to deliver short-field performance comparable to much smaller aircraft, enabling access to a broader range of airports. Bombardier says the jet can operate into 30% more airports than its closest competitors in the ultra-long-range segment. 

The aircraft is configured as a four-zone business jet, offering multiple cabin layouts designed for work, dining, rest, and private sleeping areas on a single nonstop flight. Bombardier has not disclosed pricing publicly, though the Global 8000 is expected to sit at the top end of the long-range business jet market and industry estimates put the price at about $80 million typically equipped. 

The goal of the project is not autonomy for autonomy’s sake, but rather a dramatic reduction in pilot workload and human-error-related accidents in general aviation through the application of flight-envelope-protection technology and an aircraft that will be “99% autonomous.”  

Mercer’s interest in aviation began during his own flight training, where he says the gap between modern consumer technology and light aircraft design became impossible to ignore. While pilots are trained to manage increasingly complex systems, the aircraft themselves have changed little in decades. That mismatch, Mercer argues, is at the heart of general aviation’s safety problem.  

Skytron’s response is a fully digital aircraft built around fly-by-wire flight controls. The system is designed to actively prevent stalls, overspeeds, excessive bank angles, and other conditions that often precede loss-of-control accidents. Rather than removing the pilot from the loop, the aircraft limits how far unsafe inputs can go.  

The aircraft’s control philosophy departs sharply from current convention. Skytron replaces rudder pedals, trim wheels, and many manual systems with a single side-stick integrated with the aircraft’s flight-control laws. The idea is to allow the pilot to command outcomes rather than manage mechanics, with automation handling much of the workload during normal operations.  

Propulsion will come from twin Rotax 916iS engines, each producing about 160 horsepower. Skytron is targeting a cruise speed of roughly 200 knots and a range of about 1,000 nautical miles, performance that would place it well above most piston singles and into territory typically occupied by higher-end piston-powered personal aircraft.  

Skytron has not yet disclosed detailed avionics specifications beyond references to its internally developed “Flight OS,” which is expected to rely heavily on touchscreen interfaces and automated flight management. Likewise, the company has not released a finalized cockpit layout or named avionics suppliers or partners.  
 
Skytron is being backed with founder funding, with Mercer reportedly saying he has invested roughly $20 million of his own capital in the program to date. 

The target market appears to be owner-pilots and professionals drawn to high-performance personal aircraft but deterred by long training time, workload, and accident risk. Mercer has framed the aircraft as one that could dramatically shorten the path from zero experience to safe, confident flight. 

Pricing has not been announced, and Skytron has not provided a firm timeline for FAA certification or first deliveries. Mercer has pointed to the FAA’s MOSAIC framework as a potential enabler for more flexible certification approaches, particularly around automation and integrated systems.  

On January 12, 2026, a NASA F-15B testbed jet completed a high-speed taxi test fitted with a three-foot-tall scale fin, known as the Crossflow Attenuated Natural Laminar Flow (CATNLF) test article, on the underbelly of the aircraft.

The fin is actually a scale model of a wing, mounted vertically instead of horizontally, with the concept aim being to “increase a phenomenon known as laminar flow” and reduce drag.

A previous computer-based study conducted by NASA estimated that a Boeing 777 fitted with a CATNLF wing would use 10% less fuel each year. Potentially, each aircraft adopting this technology could therefore save millions of dollars per unit annually.

“Even small improvements in efficiency can add up to significant reductions in fuel burn and emissions for commercial airlines,” said Mike Frederick, Principal Investigator for CATNLF at NASA’s Armstrong Flight Research Center in Edwards, California.

According to NASA, CATNLF increases laminar flow, or the smooth motion of air, resulting in “more efficient aerodynamics, reduced friction, and less fuel burn”.

The CATNLF concept was first developed by NASA’s Advanced Air Transport Technology project. NASA Armstrong went on to devise the initial shape of the fin in 2019, before the design was later refined with further research at Langley.

“Laminar flow technology has been studied and used on airplanes to reduce drag for many decades now, but laminar flow has historically been limited in application,” said Michelle Banchy, Langley Principal Investigator for CATNLF.

The F15 research aircraft also helps to keep costs down, as there is no need to replace a wing with a full-scale CATNLF model. NASA plans to begin test flights in the coming weeks.

“The CATNLF flight test at NASA Armstrong will bring laminar technology one step closer to being implemented on next-generation aircraft,” said Banchy.

On January 23, 2026, Avolon released its ‘Up Next’ report, looking at the key trends in the aviation sector for 2026 and beyond.

Its forecast included an expectation that global airline industry profits could top $41 billion in 2026, thanks to low fuel prices and continuing economic growth.

Confirming that “a large number of commercial programs are in the works,” Avolon predicted that next year could see an aircraft manufacturer moving forward with their next aircraft program.

“2026 feels too soon for a new program launch, but 2027 may just be the year,” said the Up Next report.

Among the frontrunners, Avolon cites new stretches from both Airbus and Boeing, including the A220-500, 777-10X and A350-2000.

The report also forecasts that COMAC will “eventually progress its widebody concept,” while Embraer is studying “various program concepts, including in the smaller turboprop and larger single-aisle segments”.

Commenting on aircraft currently under development, Avolon’s report said: “Boeing’s 737-10 is facing a market share gap to Airbus’ A321neo that will demand a response, eventually.”

In reference to engine innovation, Avolon added: “CFM is developing its RISE open rotor engine, Rolls-Royce its UltraFan geared-turbofan, and Pratt & Whitney has further opportunity to develop its GTF.”

Other report insights

Avolon suggested that India, the UAE, and Saudi Arabia will lead the next growth cycle, with the three countries’ combined order backlog standing at over 3,000 aircraft.

“This represents more than double the current in-service fleet, with 900 aircraft to be delivered over the next 3 years,” the report said.

Airlines also risk missing out on growth opportunities due to the persistent structural undersupply of aircraft. Research by Avolon suggests that order backlogs at Airbus and Boeing now extend to over 11 years.

“The ongoing supply shortage will support higher lease rates and strong residual values, while increasing the strategic value of lessor-held slots for under-ordered airlines,” the report said.

2026 could also be a big year for Airbus’ A330neo, as it benefits from being the only new passenger widebody available before 2032.

Recently, the A330neo has attracted more than 30 operators, spanning low-cost carriers to premium network airlines.

Avolon added that Pratt & Whitney has largely resolved the powdered metal production quality escape, at the same time as increasing engine shop visit capacity and spare availability.

While the groundings are likely to persist through to 2028, over 150 GTF-powered aircraft should return to service in 2026.

“Airline financial performance continues to strengthen, with the industry expected to record its fourth consecutive year of profitability,” said Jim Morrison, Chief Risk Officer of Avolon. “Airlines’ ability to capture sector tailwinds will be impacted by a shortage of new aircraft deliveries and the long order backlogs at Airbus and Boeing.”

He added: “Well-capitalized lessors with orderbooks of new-technology aircraft are strongly positioned to outperform in the current market.”

To read Avolon’s report in full visit the company website.

The three new aircraft left the famous Boeing facility on January 21, 2026, around 17:00, local time, and stopped off at Keflavik International Airport (KEF) in Iceland after an eight-hour flight.

The latest Boeing 737-8s to join LOT Polish Airlines are currently making their way to Warsaw Chopin Airport (WAW) where all three aircraft are due to arrive on January 22, 2026, around 18:30.

The three jets, registered SP-LYB, SP-LYD, and SP-LYE, were spotted on Flightradar24 flying in formation as they flew over Greenland.

With all three Boeing 737s flying together, there will no doubt be extra special celebrations to mark the unique event.

The Boeing 737 MAX 8s feature a new cabin interior inspired by Poland with “subtle light, modern design, and warm hues of the setting sun”.

The first Boeing 737 MAX 8, registered SP-LYA, with the new cabin joined LOT’s fleet before Christmas and took its first flight from Warsaw to Madrid at the start of January 2026.

The cabin seats were manufactured in Poland by RECARO and the cabin design was developed by the British agency Tangerine

There’s a LOT going on over the Atlantic today. Dad jokes aside, @LOTPLAirlines is taking delivery of three brand new 737 MAX, flying in formation from Seattle to Warsaw, via Keflavik.

Track them here: https://t.co/AWXlQ1KwAl pic.twitter.com/O3X7KIqUAn

— Flightradar24 (@flightradar24) January 22, 2026

“As Poland’s national carrier, we consistently design the travel experience to reflect the very best of Poland. The cabin design, like our airport spaces, draws inspiration from the native landscape and aesthetics. The color palette—deep blues and warm amber accents—creates a calming atmosphere, while the deliberate use of lighting promotes relaxation and comfort,” said Izabela Leszczyńska, Director of Product Development and Customer Experience at LOT Polish Airlines

She added: “The new interior layout is not just an aesthetic change; it is part of a cohesive strategy to provide passengers with an exceptional experience. We invite you to discover the comfort of traveling with LOT Polish Airlines.”

According to ch-aviation, LOT currently has 17 active 737-8s in its fleet and is awaiting delivery of 10 more, including the three aircraft currently in transit.

LOT selected Airbus over Embraer for a new regional fleet with an order for up to 84 A220s at Paris Air Show 2025.

The firm order comprised 20 A220-100s and 20 A220-300s, with the option to purchase 44 more planes in the future.

The agreement converts an earlier letter of intent into a binding agreement, subject to aircraft certification. The five aircraft are scheduled for delivery in the EL9’s first year of production. 

Manassas, Virginia-based Electra said the EL9 will be capable of carrying nine passengers with baggage or up to 3,000 pounds of cargo over a range of about 330 nautical miles. The aircraft is designed to take off and land in as little as 150 feet, allowing operations from locations such as short runways, remote fields, and other constrained sites that are inaccessible to most fixed-wing aircraft. 

Bristow plans to use the EL9 to support a range of advanced air mobility services, including corporate transportation, airline feeder operations, resort access, and government and public-service missions. The company said the aircraft will complement its existing helicopter operations by moving passengers and cargo between regional hubs, reducing travel times while expanding access to communities with limited aviation infrastructure. 

The aircraft will allow Bristow to combine airplane and helicopter operations on the same routes, moving passengers and cargo more efficiently. The company operates complex missions for offshore energy customers, national search-and-rescue programs, and government agencies, and has increasingly focused on combining aircraft types to improve efficiency and coverage. 

The agreement stands out in the advanced air mobility sector, where many announced orders rely on non-binding reservations or limited upfront payments. In contrast, Bristow said the pre-delivery payments require Electra to meet defined performance and delivery milestones. 

“It is a standard industry deposit for aircraft,” said Dave Stepanek, Bristow Executive Vice President and Chief Transformation Officer, in comments to Reuters. He said the company deliberately avoided equity-based arrangements in favor of a traditional buyer-seller relationship. 

Electra applied for FAA type certification for the EL9 in December 2025, marking a major step toward commercial entry into service. The company positions the aircraft between battery-electric air taxis and traditional regional turboprops, targeting missions that require short-field access without sacrificing payload or range. 

Bristow and Electra began working together in 2021, when Bristow signed a pre-order agreement for the EL9. The new purchase agreement replaces that earlier framework with firm delivery slots and binding commercial terms. 

Electra was founded to develop hybrid-electric aircraft capable of operating without conventional airports while maintaining the safety margins and range expected in commercial aviation. The company’s leadership team includes engineers and executives with experience across more than 40 certified aircraft programs. Electra lists Lockheed Martin Ventures, Honeywell, and Safran among its strategic investors, along with government and institutional backers. Its customers include NASA and multiple US military branches. 

Bristow traces its roots back more than 70 years and has grown into a global aviation services provider operating across offshore energy, government services, and fixed-wing transportation. The company operates in more than a dozen countries and is best known for its large helicopter fleets supporting offshore oil production and national search-and-rescue contracts. In recent years, Bristow has expanded into unmanned systems and next-generation aircraft as part of a long-term sustainability and diversification strategy. 

Bristow also has orders in place for other advanced aircraft, including Beta Technologies’ all-electric Alia, though it has not disclosed any of the financial terms of that agreement. 

Collaborating with Bristow Group and Skyports Infrastructure, Vertical Aerospace plans to deliver electric air travel routes in and out of Manhattan and connect airports with key New York sites.

The eVTOL developer made the announcement on January 21, 2026, as Vertical prepares to showcase its full scale Valo model aircraft to American audiences on January 23, 2026, at the Classic Car Club, Manhattan.

In April 2025, Archer announced its own blueprint network for New York, linking travelers between Manhattan and nearby airports. While in August 2025, Joby acquired Blade’s urban air mobility passenger business, unlocking immediate market access and infrastructure across key urban corridors like NYC.

Both US developers have also made strides into the UK market, with Archer most recently launching a new UK subsidiary, Archer Aviation UK Limited.

Now in announcing its first US network, it appears Vertical is taking the fight stateside where New York provides a “natural environment for advanced air mobility”.

“Informed by Bristow’s global operating experience as the world’s leading provider of helicopter transportation and Skyports’ established skyport locations, including its Downtown Skyport in Manhattan, the plans focus on operational feasibility, infrastructure integration, and real-world use cases,” said a spokesperson for Vertical Aerospace.

A map of Vertical’s New York network includes hubs at Newark Airport (EWR), Teterboro Airport (TEB), Downtown Skyport (Manhattan), John F Kennedy Airport (JFK) and East Hampton Airport (HTO).

Vertical said its plans could also include connections to MetLife Stadium via TEB, heliports such as West 30th Street or East 40th Street and sightseeing air tours of New York.

Medical transfers within New York are also part of considerations, including Westchester County Medical Center to New York University Langone.

“New York is a natural next step to explore how electric aviation could support urban and regional travel in the US, working with partners like Bristow and Skyports to keep safety, certification and real-world operations at the core,” said Stuart Simpson, CEO of Vertical Aerospace.

Chris Bradshaw, President and CEO of Bristow Group, added: “Bristow operates complex aviation services all over the world, from offshore energy to government and passenger transport. Exploring future eVTOL use cases in a market like New York allows us to apply that operational experience to new, sustainable aviation concepts as the technology and regulatory environment continue to mature.”

Vertical’s UK network

On December 10, 2025, Vertical also announced plans to launch the UK’s first eVTOL network along with Skyports and Bristow Group.

The network would link Canary Wharf, a UK business hub, with major transport centers such as Heathrow (LHR), Gatwick (LGW) and Cambridge and Oxford.

The project would combine Valo with Skyports’ London Heliport, Bicester Vertiport and future UK skyport network and Bristow’s operational expertise and UK Air Operator Certificates (AOCs).

Vertical is targeting UK and US certification of its eVTOL in 2028, enabling entry into service in both regions. Vertical is also planning for validation from EASA.

Although disclosed on January 20, 2026, this order was reportedly finalized in December 2025, shortly after the Dubai Airshow. 

During that air show, Ethiopian Airlines also firmed an order for 11 Boeing 737 MAX 8 aircraft and secured eight Airbus A350s, six directly from the European aircraft manufacturer and two more through an agreement with leasing firm Novus Aviation Capital. 

This is a follow up order for the African carrier, which had previously ordered 11 787s and 20 737 MAX from Boeing (plus 15 and 21 options, respectively) at the 2023 Dubai Airshow.  

It is not clear whether Ethiopian Airlines is exercising any of these options with the nine-aircraft order announced today. 

In a press release announcing the order, Mesfin Tasew, Ethiopian Airlines Group CEO, stated that the airline “will continue to acquire more aircraft and adopt the latest technologies as part of our strategic vision to advance sustainable aviation.” 

As of January 2026, Ethiopian Airlines already operates the largest Dreamliner fleet in Africa, with 30 aircraft (20 of which of the –8 version and 10 of the –9 version). The carrier’s widebody fleet is supplemented by 11 B777s and 25 A350s of different versions. 

On January 19, 2026, Safran announced that it had entered into a definitive agreement with Embraer for the sale of Safran Cabin’s shares in EZAir subject to regulatory approvals.

EZAir, which employs 1,100 people at the facility in Chihuahua, operates as a 50/50 joint venture, manufacturing Embraer’s aircraft interiors.

The agreement also includes aftermarket activities, as well as engineering and manufacturing activities in Brazil.

The Chihuahua location will be wholly owned by Embraer along with Safran Cabin Brazil business activities related to the Brazilian planemaker.

“The non-Embraer related engineering services activities of Safran Cabin Brazil will remain with Safran,” said a spokesperson for Safran.

According to Safran’s website, EZAir provides complete interiors for Embraer’s E-Jets E1 and E2 regional aircraft, including luggage cabins, galleys, toilets, floor panels and sidewalls.

After opening an aircraft interior facility in Tijuana, Mexico in 1992, Safran built a new manufacturing site in Chihuahua eight years later to make Boeing 737 MAX galleys.

Safran has over 15,000 employees in Mexico across 20 aviation related sites and is the number one aerospace employer in the country.

While details of the agreement are yet to be announced, the World Food Programme has a long-standing presence helping those in need living on the world’s fourth largest island.

According to the United Nations (UN) organization, 1.7 million of the country’s 31 million population are “facing high levels of acute food insecurity” and 38.6% of children are suffering from chronic malnutrition.

While Windracers’ heavy lift drone, ULTRA MK2, has received much praise for its wide-ranging operational capabilities, particularly supporting Ukrainian troops in their war against Russia, the UK start-up’s roots lie in finding low-cost solutions to deliver humanitarian assistance around the world.

Chairman and Founder of Windracers, Stephen Wright, himself previously worked within the developing world sector and in transportation economics.

In 2004, the World Food Programme published a four year-strategic plan for Madagascar indicating that the African island “faces endemic poverty, food insecurity, inequality, rapid population growth and urbanization, and significant dependence on subsistence agriculture”.

“In this context, the country strategic plan for 2024–2028 is guided by the vision to ‘transform food systems and social protection for a resilient Madagascar’, based on the humanitarian-development nexus approach adopted by the Government,” said the World Food Programme.

According to the organization, drones are already used to deliver food and other humanitarian supplies, in particularly hard-to-reach areas, mainly in the southeast of the country.

“These innovations help ensure that life-saving assistance reaches the most vulnerable people swiftly and efficiently,” said the World Food Programme.

News of the collaboration comes as Windracers announced its ULTRA drone can now fly up to 2,000km in a single flight. 

At a special launch event on January 16, 2025, Windracers said its drone will be configured to carry 100kg over 2,000km, with 200kg over the same distance available in coming months.   

On January 15, 2026, the Rhode Island-based amphibious aircraft firm announced that REGENT will deliver the first Seaglider vessels to XXV as early as 2027.

XXV provides innovative experiences centered on premier coastal destinations and will deploy the aircraft on the US East Coast.

Initially, it will focus on the Northeast and Florida, serving routes including New York to the Hamptons, Boston to Nantucket, Palm Beach to Miami, and Miami to the Bahamas.

“We designed Seaglider vessels to remove friction from coastal travel, and XXV is applying that capability to create a member experience centered on our shared goals of convenience, comfort, and connection,” said Billy Thalheimer, co-founder and CEO of REGENT. “This partnership allows us to bring the benefits of Seaglider vessels directly to XXV members, offering a more seamless and enjoyable way to experience coastal destinations.”

Ready, set, foil! Next step: flight. pic.twitter.com/DVmAa4HxYm

— REGENT (@regentcraft) June 25, 2025

According to XXV, it will announce a high-profile US operator for its aircraft in the coming months.

Neill Etheridge, co-founder, XXV, said: “REGENT’s Seaglider vessels transform travel from a constraint into an opportunity.” Jamie Petty, co-founder, XXV, added: “Our partnership will enable us to deliver a unique passenger experience that reclaims time and creates space for more meaningful moments between destinations.”

The Viceroy Seaglider is designed to fly 12 passengers and two crew members at speeds up to 180 miles per hour for routes up to 180 miles.

In 2025, REGENT launched the first-ever human operations on a full-scale electric Seaglider prototype. According to the developer since March 2025, the prototype aircraft has been on the water several times per week.

REGENT has secured global commercial orders valued at more than $10 billion from airlines and ferry operators around the world, as well as $15 million in contracts with the US Marine Corps.

It has now raised more than $100 million from investors including 8090 Industries, Founders Fund, Japan Airlines, and Lockheed Martin.

The TBM 980 becomes the first production TBM to feature Garmin G3000 Prime, Garmin’s newest integrated flight deck, designed for Part 23 turbine aircraft. According to Daher, the aircraft was developed around real-world operational flow, with the goal of making the TBM easier to fly while reducing pilot workload and improving situational awareness. 

Central to that effort is a fully touchscreen-based cockpit. G3000 Prime uses large, edge-to-edge glass displays with fingerprint-resistant surfaces and a larger screen area than previous Garmin touch controllers. Garmin noted that the system doubles processing power and significantly expands memory, enabling faster response times and smoother animations. 

The avionics suite supports multi-touch interaction, allowing pilots to use the same display simultaneously and to stabilize their hands on the screen during turbulence without triggering unintended inputs. Menus and controls are organized around how pilots actually manage a flight, with quick-access bars, radial menus, and customizable window presets intended to reduce heads-down time. 

Daher also highlighted a new smartphone application that connects the pilot directly to the aircraft. Through Garmin’s connected flight deck capabilities, pilots can transfer flight plans, check aircraft status, review fuel levels, and manage databases remotely using a compatible phone or tablet. The system supports automatic flight and engine data logging, as well as cloud-based updates when the aircraft is on the ground. 

G3000 Prime integrates a range of automation and safety tools, including linked electronic checklists that sense system status, advanced flight visualization features, and support for Garmin’s Autonomí technologies. Depending on aircraft configuration, these include emergency descent mode, electronic stability and protection, Smart Glide engine-out navigation, and Garmin Autoland. Terminal-area safety features such as runway and surface awareness are also supported. 

In the cabin, the TBM 980 offers the ability to install a Starlink Mini terminal through 100-watt USB-C charging ports. A new passenger display also provides the ability to review enroute flight data.

The introduction of the TBM 980 continues a steady cadence of updates to the TBM 900 family, which Daher first launched in 2014. Since then, the manufacturer has introduced successive variants that have added performance, systems, and avionics enhancements while retaining the basic airframe architecture. 

Daher has stated that the TBM 980 reflects its broader strategy of pairing high performance with increasingly intuitive systems, particularly as avionics grow more capable and complex. By centering the cockpit around touchscreen interaction and connected tools, the company aims to streamline normal operations while providing clear access to advanced features when needed. 

The TBM 980 enters the market as Garmin prepares to roll out G3000 Prime across a range of turbine and advanced aircraft platforms. Daher has declared that the TBM 980 has received EASA certification, and the first customer handover is scheduled for January 28. Price for the new model is $5.82 million, and for now the TBM 960 is still offered at a price of $5.62 million.

The Tarbes event underscored the TBM program’s ongoing role as a technology pathfinder within the single-engine turboprop segment, with the TBM 980 representing the most digitally integrated version of the aircraft to date. 

On January 15, 2026, SkyDrive confirmed the framework of the agreement with AeroGulf Services including pricing structure and delivery timelines, for 10 purchased units in 2028 and a further 10 units in 2029.

According to SkyDrive, the agreement represents the eVTOL developers “first detailed exploration of commercial parameters with a customer outside Japan”.

Following successful demonstration flights at the Expo 2025 in Osaka, SkyDrive is progressing towards achieving full-scale commercialization by 2028.

The two companies signed a Memorandum of Understanding (MOU) in February 2025 to assess commercial flight paths above the Palm Jumeirah in Dubai and then subsequently agreed on a pre-order for as many as 50 aircraft.

December 2025 ー
One team with our business partners.
An ecosystem ready to take flight. pic.twitter.com/ndNZWrpZ9b

— SkyDrive Inc. (@Skydrive_Global) December 30, 2025

“This important milestone underscores the Middle East’s role as a critical strategic hub in realizing SkyDrive’s vision of everyday air mobility. By establishing a framework that addresses both pricing and delivery considerations for 2028 and 2029, our transition from development to operations grows closer,” said Tomohiro Fukuzawa, Founder and CEO of SkyDrive.

Fahad Mohammad Mir Hashem Khoory, CEO of AeroGulf Services, added: “Far from being just a transaction, our partnership with SkyDrive represents an investment in our people and in the future of our home. We hope to give flight back to society as nature intended it: silent, sustainable, and seamless. Bringing these 20 eVTOL aircraft to Dubai continues an assurance that our skies will remain a symbol of progress that pays respect to our environment and our heritage.”

On January 13, 2026, the UK’s Civil Aviation Authority (CAA) confirmed that N-registered aircraft registered through the British firm using a non-Citizen Trust Agreement (NCT) have been grounded with immediate effect.

In a statement, the FAA said Southern Aircraft Consultancy uses trust agreements to register aircraft for US citizens and foreign nationals.

According to SACI’s website, the company works with the FAA on a “daily basis and is experienced in all aspects of their methods and requirements”.

“To register an aircraft using a trust agreement, the company/trustee must either be a U.S. citizen or a resident alien. The FAA found that SACI violated FAA regulations regarding U.S. citizenship requirements and must return registration certificates to the FAA within 21 days of notification,” said the US agency.

The FAA advised affected aircraft owners that to operate legally they “must reregister their aircraft either through another country’s aircraft registry or in the U.S. by submitting an Aircraft Registration Application to the FAA”.

Additionally, affected owners will need to provide evidence of ownership and pay a registration fee amounting to $5.

“Aircraft owners will then have temporary authority to operate within the U.S. until the applicant receives a Certificate of Aircraft Registration or until the FAA denies the application,” explained the FAA.

The agency added: “Temporary authority does not extend to flights outside the U.S. An applicant for registration, who operates outside the U.S., may submit a Declaration of International Operations (DIO) at the time of application to receive expedited processing.”

In its own statement, the CAA advised that the lack of a valid Certificate of Registration “may have implications on the mandatory insurance that the owners/operators of such aircraft are required to hold”.

“Owners/operators of affected aircraft should not fly their aircraft until they have complied with the FAA statement,” added the CAA.

According to the FAA Registry, there are 803 aircraft registered through Southern Aircraft Consultancy.

On its website, Southern Aircraft Consultancy states that it only “provides trust services to privately-owned and flown aircraft”.

AeroTime has contacted Southern Aircraft Consultancy for comment.

CEO of Airbus Guillaume Faury announced on January 13, 2026, that Matthieu Louvot would lead Airbus Helicopters through its next chapter of growth.

Louvot, who is currently Executive Vice-President Strategy for Airbus, will succeed Even from April 1, 2026, while his replacement in the Airbus EVP Strategy role will be announced at a later date.

“I am deeply grateful for Bruno’s leadership at the helm of Airbus Helicopters over the past eight years. Under his tenure, the Division expanded its product portfolio, transformed its industrial system and has been placed on a sustainable and profitable growth trajectory. I respect Bruno’s decision to step down and explore new avenues for the next phase of his career,” said Faury.

Fier d'accueillir @CEMM_FR l'Amiral Vaujour à Marignane.
Échanges passionnants sur le maintien en condition opérationnelle avec le MSCF, NH90 Caïman, H160M Guépard, les drones et leur collaboration avec les .
Un avenir aérien naval innovant pour la Marine Nationale ! pic.twitter.com/WX0boZVRYS

— Bruno Even (@BrunoEven) November 5, 2025

Louvet joined Airbus Helicopters in 2010 where he held several management positions including Executive Vice President Customer Support & Services and Executive Vice President Programmes.

Previously Louvot worked with the French administration, including as an advisor for industry at the French Presidency.

“Our teams at Helicopters will benefit from the leadership of Matthieu, whose extensive experience in the helicopter industry and broad knowledge of the Division’s operational and strategic priorities will enable a smooth transition. I wish him every success in the role and look forward to seeing Airbus Helicopters reach new heights under his lead,” added Faury.

In the first nine months of 2025, Airbus Helicopters saw a revenue increase of 16% to $6.6 billion (€5.7 billion), with helicopter deliveries totaling 218 units, up from 190 in the same period of 2024. Airbus Helicopters’ EBIT Adjusted also increased to $576 million (€495 million).

According to figures released on January 13, 2026, the company delivered 117 aircraft across the 737 family in the fourth quarter, alongside 27 Boeing 787 Dreamliners, 10 Boeing 767s, and six Boeing 777s. For the full year, deliveries included 447 Boeing 737s, 88 Boeing 787s, 35 Boeing 777s, and 30 Boeing 767s.  

December proved particularly strong, with Boeing delivering 63 aircraft during the month, including 44 MAX jets across the 737 family. The performance capped a year in which Boeing regained momentum after years of disruption tied to safety crises, quality issues, and supply chain constraints. 

While Boeing’s delivery total rose sharply, Airbus still handed over more aircraft in 2025, delivering 793 jets. However, Boeing outpaced its European rival on the sales front, logging 1,173 net aircraft orders during the year compared with Airbus’ 889. It marked the first time since 2018 that Boeing outsold Airbus on a net order basis. 

Orders in December included more than 100 Boeing 737 MAX aircraft for Alaska Airlines, part of the carrier’s largest fleet order to date. Delta Air Lines also announced an order for at least 30 Boeing 787 Dreamliners, its first direct purchase of the widebody model, with deliveries scheduled to begin in the early 2030s. The long lead times highlight how airlines are securing production slots well into the next decade to support fleet renewal and growth. 

Boeing’s Defense, Space & Security division also posted steady delivery numbers in the fourth quarter, handing over 37 units. These included 19 AH-64 Apache helicopters, five KC-46 aerial refueling tankers, four CH-47 Chinooks, and smaller numbers of F-15, F/A-18, MH-139, and P-8 aircraft. For the full year, Boeing delivered 131 defense, space, and security platforms. 

Despite the improved delivery performance, challenges remain. Engine availability and broader supply chain issues continue to limit production rates across the industry, and deliveries remain a critical metric given that aircraft manufacturers receive most of a jet’s purchase price at handover. 

Boeing executives are expected to provide additional detail on production plans and delivery outlook when the company reports fourth-quarter financial results on January 27. 

The final figure broadly matches expectations after Airbus adjusted its outlook in December 2025, trimming its initial target of around 820 aircraft to approximately 790 due to “supplier-related quality issues.” 

A320 family leads, A220 grows, widebodies steady 

Narrowbodies again dominated Airbus’ production mix. The A320 family accounted for 607 deliveries, up slightly from the year before. The A220 program posted the strongest growth, reaching 93 deliveries compared to 75 in 2024. 

Widebody output was largely stable, with 36 A330 family aircraft delivered and 57 A350s handed over, matching the A350 total from the previous year. 

Airbus said deliveries in 2025 occurred in a continued “complex operating environment,” highlighting new operators for the A220, A321XLR, A330neo, and A350-1000. 

Orders push backlog to new records 

Airbus reported 1,000 gross orders and 889 net orders for 2025. The backlog ended the year at a record 8,754 aircraft, including 1,124 widebodies, also a record. 

The company said demand remained above production, reflected in a book-to-bill ratio above one for the year. 

Airbus continues to identify the supply chain as the main limiter on production recovery. Engine deliveries for the A320neo family, particularly from Pratt & Whitney, remain tight, while widebody structures and interiors have been flagged as areas of persistent constraint. 

Airbus has not issued updated guidance for 2026 rates, with visibility expected once the A320 fuselage directive and engine delivery schedules are confirmed. 

A320 fuselage panel inspections shape early 2026 

The late-year delivery reset was triggered by a supplier-identified deviation in the thickness of forward fuselage skin panels on A319, A320, and A321 aircraft. 

In December 2025, EASA published a Proposed Airworthiness Directive (PAD) outlining inspections and panel thickness measurements intended to confirm structural integrity if affected parts are present. Consultation closes January 14, 2026, after which a final AD is expected. 

Operators have been preparing inspection plans, but the scale of the operational impact will depend on the final compliance window and measurement criteria. 

Competitive context and financial outlook 

Boeing is due to publish its 2025 figures on January 12, 2026. Early tallies suggest the US manufacturer will have narrowed, but not closed, the delivery gap with Airbus. On the orders side, however, Boeing appears to have had the stronger year so far, with 999 net orders recorded in the first eleven months of 2025, compared to Airbus’s 889 net orders for the full year. 

Airbus will release its full-year 2025 financial results on February 19, 2026. 

This deal, which brings ACG’s 737 MAX order book to 121 aircraft, is the single largest order to date for the MAX 10 version of Boeing’s narrowbody aircraft. It also represents a doubling of ACG’s commitment to the B737 MAX 10 model, building on the lessor’s pre-existing order for 25 of the type.  

Although no specific details regarding the order’s amount or the delivery calendar were shared in the official announcement, Thomas Baker, ACG’s Chief Executive Officer (CEO) and President, referred to the lessor’s ability to place B737 MAX aircraft with its customers within the 2026 to 2033 timeframe. 

Based in the Greater Los Angeles area, California, Aviation Capital Group is a fully owned subsidiary of Tokyo Century Corporation, a Japanese financial conglomerate. According to data from ch-aviation, as of January 2026, the lessor has a portfolio of around 500 owned, managed or committed aircraft. 

The MAX 10, the largest member of Boeing’s best-selling 737 family with more than 1,200 aircraft on order, has endured a series of setbacks that have pushed certification into 2026. An unresolved engine anti-ice issue remains a key hurdle, requiring comprehensive design changes and validation before the FAA will consider a full approval.   

Boeing internally and publicly maintains that certification of both the MAX 10 and the smaller MAX 7 are achievable this year, though regulators have stopped short of assigning firm dates. Conditional projections from industry reporting suggest certification at some point in 2026 remains the most realistic outcome, with first deliveries potentially trailing into late 2026 or early 2027 depending on the pace of final testing and approval.   

Major carriers with large MAX 10 commitments, including WestJet, Ryanair, and Alaska Airlines have begun adjusting fleet deployment plans accordingly. In earnings calls and public remarks, airline executives have indicated expectations for aircraft entry into service beyond the previously targeted delivery windows, which were originally scheduled as far back as 2024.   

The ongoing flight-test campaign is a stark reminder of the heightened oversight the MAX family continues to face. In December, the FAA formally began its review of Boeing’s redesigned crew alerting and angle-of-attack systems—an evaluation process mandated by Congress as part of broader safety reforms following the fatal MAX accidents in 2018 and 2019. Regulators have emphasized that new alerting architecture and related retrofits will need thorough validation before certification can proceed.   

Despite the delays, Boeing appears to be gaining regulatory traction. The FAA’s allowance for expanded phase two testing is a necessary milestone on the path toward type certification, and it signals incremental confidence in Boeing’s technical fixes, even as the manufacturer continues working through outstanding systems issues and documentation requirements.  

In the midst of the certification effort, Alaska Airlines has placed a record aircraft order with Boeing, underscoring continued airline demand for the MAX 10 despite regulatory uncertainty. The Seattle-based carrier said it will purchase 105 737 MAX 10 aircraft, with options for 35 additional jets, as part of its largest fleet order to date. The agreement also includes five Boeing 787 Dreamliners intended to support future long-haul international growth. 

On January 9, 2026, Canada-based KF Aerospace confirmed that Transport Canada had officially approved its modified 737-800 with the issuance of a Supplemental Type Certificate (STC #SA25-72).

The Air Inuit 737-800, which formerly flew for South African Comair until 2022, was adapted by KF Aerospace into a unique multi-role configuration.

The Boeing 737-800(C) comes with a forward cargo compartment, with five pallet positions and a 90-passenger cabin.

“This innovative layout makes it the first B737-800 aircraft of its kind anywhere in the world, with no comparable Combi currently in operation in the U.S., Europe, or other international markets,” a KF Aerospace spokesperson said.

The first 737-800(C), registered C-FTUW, was completed and delivered to Air Inuit in October 2025 as part of the airline’s fleet modernization.

The 737-800 Combi built on the proven AEI 737-800SF large cargo door, with the certification marking another milestone in the collaboration between KF Aerospace and AEI.

“The achievement of the 737-800 Combi underscores the power of a true partnership that KF and AEI have enjoyed over the course of three decades,” says Robert T. Convey, Senior Vice President at AEI. “By combining AEI’s cargo door conversion expertise with KF’s engineering and operational strengths, we are able to deliver a world-first Combi that unlocks new possibilities for operators worldwide.”

According to KF Aerospace, completion of the program required a substantial redesign of the aircraft’s interior and systems in order to meet stringent certification requirements.

KF Aerospace engineered and integrated fire detection, halon-based fire suppression, and advanced smoke-containment systems for the forward cargo section, while also modifying existing freighter-specific detection systems to meet combi-specific criteria.

The effort resulted in the creation of hundreds of new parts and custom-engineered solutions to make this technically complex modification program possible.

“This project reflects the ingenuity, dedication, and deep technical expertise of our entire team,” says Gregg Evjen, President of KF Aerospace. “KF is proud to deliver a world-first solution that expands what’s possible in aircraft conversion and supports our customers’ complex operational needs.”

On January 8, 2026, Cessna’s owner Textron Aviation announced that longtime Citation owners Dave Mecartney and Shannon Day had taken ownership of their brand-new aircraft earlier in the week.

Mecartney, who is a member of Textron Aviation’s Customer Advisory Board, has flown Citation light jets for almost two decades and helped shape some of the enhancements of the CJ3 Gen2.

“After extensive consideration of the competition, there was no equal for handling, service and support, training and reliability in the entry level jet category than the CJ3 Gen2,” said Day. “When we decided to upgrade our mission capabilities, staying in the Citation family was an easy decision. The CJ3 Gen2 is a great next step in my aviation journey and I’m looking forward to the advances in this aircraft.”

According to Textron, key upgrades to the Cessna Citation CJ3 Gen2 include Garmin autothrottle technology, an extra 4.5 inches of legroom for the pilot and a fully customizable cabin environment.

The aircraft also includes seating for up to 10 occupants and, for added convenience, an externally serviceable lavatory.

“The Citation CJ3 Gen2 delivers an unmatched experience from day one—thanks to its exceptional range, payload and efficiency, combined with new productivity and comfort features,” said Lannie O’Bannion, Senior Vice President, Sales & Marketing.

Textron highlighted that the new Citation jet design was heavily based on feedback from owners, pilots and mechanics, with their input helping to shape the aircraft “from cockpit to cabin”.

The integrated Garmin G3000 software and hardware includes autothrottle tech to reduce pilot workload and provide flight-envelope protection and an intuitive touchscreen interface, via Garmin Touchscreen Controllers.

The aircraft has a maximum range of 2,040 nautical miles (3,778 kilometers) and a payload of up to 2,135 lbs.

Now that you've arrived, it's time to set your sights on new horizons.

: Citation CJ3 Gen2#FlyCessna #cessna #aviation #bizjet pic.twitter.com/yWz1i8THFq

— Cessna (@Cessna) November 7, 2023

“As a Cessna Citation owner since 2007, the brand has consistently earned my trust with a proven heritage, superior reliability and one of the strongest service and support networks in the industry,” Mecartney added. “The aftermarket support has always been responsive, efficient and predictable—which is invaluable as an owner-pilot. Choosing the CJ3 Gen2 felt like a natural continuation of a relationship and an aircraft lineage that I’ve relied on for nearly two decades.”

The introduction of the Citation CJ3 Gen2 follows the entry into service of Textron’s Cessna Citation Ascend in December 2025.

The newly acquired site will support Joby’s near-term goal of doubling production to four aircraft per month by 2027, while also providing room for longer-term growth. Operations at the facility are expected to begin later this year. The site complements Joby’s existing manufacturing operations in California and another plant in Ohio. 

According to Joby, the Ohio expansion is intended to help transition the company from low-rate initial production toward higher-volume manufacturing as it moves closer to commercial service. The company has been investing in tooling, capital equipment and its workforce to support increased output, including preparations for round-the-clock manufacturing at its Marina, California facility. 

The Dayton area has played an increasingly central role in Joby’s manufacturing plans. In recent years, the company has expanded its Ohio operations to include propeller blade production and other key components, tapping into the region’s deep aerospace and advanced manufacturing talent base. The new facility significantly increases Joby’s available floor space for assembly, integration and future production lines. 

Joby founder and CEO JoeBen Bevirt said that the acquisition supports both near-term production goals and longer-range growth ambitions as the company moves from development into scaled manufacturing. He also highlighted Ohio’s historical role in aviation and the policy environment supporting advanced air mobility programs. 

The expansion comes as Joby continues to work through certification milestones for its electric vertical takeoff and landing aircraft and prepares for initial commercial operations. The company has positioned manufacturing scale as a key differentiator as it competes with other eVTOL developers seeking to bring aircraft to market. 

Joby’s announcement follows recent policy moves aimed at accelerating advanced air mobility deployment in the United States. The US Department of Transportation has outlined a national strategy for integrating eVTOL aircraft, while the Federal Aviation Administration is preparing to launch its eVTOL Integration Pilot Program later in 2026. The initiative is designed to validate early operational use cases ahead of full type certification. 

Joby has not disclosed the purchase price of the Ohio facility. The company claims that the site is ready for immediate use and will allow it to scale production capacity in line with anticipated demand from both commercial and government customers. 

On January 8, 2026, Vertical Aerospace announced that it was strengthening its leadership team with three additional appointees in various parts of the company.

Juan Carlos Sacristan is joining as Vertical’s Chief Data & Information Officer (CDIO), Ollie Roberts as Chief People Officer (CPO) and Richard Moore as Vice President, Powertrain.

Sacristan will lead Vertical’s long-term data, digital and AI strategy, connecting information across design, procurement, testing, production and manufacturing.

According to Vertical, “his remit includes building the digital backbone, advanced simulation and analysis required to enable [the company] to scale efficiently into service”.

Still reflecting on an incredible night.

To the skies. pic.twitter.com/aAV23REd1T

— Vertical Aerospace (@VerticalAero) December 12, 2025

Moore is an aeronautics engineer and an experienced global battery expert with more than 35 years of experience in the industry.

Previously, he led the engineering of all sports cars at Lotus, including the Evija electric hypercar, and was chief engineer at Jaguar Land Rover.

There he led electrification engineering for propulsion systems across the Jaguar Land Rover, including the Jaguar I-Pace, the company’s first all-electric vehicle.

Roberts will lead Vertical’s people strategy, which includes the incredibly important task of attracting new talent and development.

Commenting on the new faces, Stuart Simpson, CEO of Vertical Aerospace, said: “Vertical has reached an important inflection point. As we move at pace toward certification, manufacturing and commercialization, strengthening leadership across technology, core engineering disciplines and people position us to scale effectively and deliver on our long-term ambitions.”

He added: “I’m delighted to kick off this transformational year with these top tier appointments.”

Valo goes stateside

News of the leadership changes comes as Vertical Aerospace prepares to take its full scale Valo model aircraft to the US and introduce the design to an American audience.

As part of Valo’s US tour, the model aircraft will first visit New York at the Classic Car Club, Manhattan, where members of the public are invited to visit.

In December 2025, the Valo model was unveiled at an exclusive high-profile event in London’s Canary Wharf.

Valo is a much sleeker and sharper unit compared to Vertical’s VX4 prototype and has been shaped by extensive insights from the company’s piloted test program and direct feedback from airline and operator customers.

You can see Valo in Manhattan on January 23, 2026, between 09:00 and 17:00, local time.

On January 6, 2026, Embraer confirmed that 78 commercial aircraft were delivered during the year, up from 73 in 2024. Deliveries included 34 E175s, six E190-E2s and 38 E195-E2s.

In 2025, its executive aviation sector delivered 155 jets, a figure at the higher end of its 145-155 guidance for the year. In 2024, Embraer delivered 130 business jets.

Overall, when combining both commercial and executive jet deliveries in 2024, Embraer delivered 233 aircraft, well within its target of between 222 and 240 units.

Defense deliveries in 2025 included three KC-390 Millennium aircraft and eight A-29 Super Tucanos.

“In 2025, the company delivered a total of 244 aircraft across Commercial Aviation, Executive Aviation and Defense & Security, surpassing the 206 units delivered in the previous year,” said a spokesperson for Embraer.

Embraer also confirmed that the company delivered 91 aircraft in 4Q25, representing an improvement compared to 3Q25 and 4Q24, when 62 and 75 jets were delivered, respectively.

During 4Q25, 32 new commercial jets were delivered, 15 of which were E195-E2 models, Embraer’s largest aircraft currently in production in the segment.

During the period, the commercial aviation business unit outperformed both 3Q25 and 4Q24, which recorded 20 and 31 deliveries, respectively.

Announced on January 6, 2026, the updated models incorporate expanded Cirrus Global Connect capabilities, refreshed exterior design choices, and new hardware features, including a four-blade Hartzell composite propeller option for the SR22. All 2026 SR Series aircraft continue to include the full G7+ generational feature set, including Safe Return Emergency Autoland, Automatic Database Updates powered by Cirrus IQ PRO Advanced, Runway Occupancy Awareness, and Smart Pitot Heat. 

Cirrus said the 2026 updates reflect feedback from owners and operators seeking improved connectivity and reduced cockpit workload rather than fundamental changes to performance or mission profile. 

“The 2026 SR Series G7+ provides our customers with more choice, more connectivity and more pilot convenience combined with revolutionary safety systems,” Cirrus CEO Zean Nielsen said in a statement. 

Expanded connectivity 

A central focus of the 2026 update is connectivity. Cirrus has expanded the capabilities of its Cirrus Global Connect system, which provides integrated global weather and communications via the Iridium satellite network. The system now delivers a broader range of weather data, including storm cell movement, turbulence, icing, and surface visibility, with automatic updates every five minutes along the planned route of flight. 

Cirrus also increased cabin power availability to support modern avionics and passenger devices. All 2026 SR Series aircraft now include high-power USB-C ports for every occupant, with two 60-watt ports in the front cabin and two 100-watt ports in the rear. The higher-capacity ports are designed to support power-hungry devices, including satellite connectivity hardware such as Starlink terminals when installed. 

Aircraft can link to the integrated Iridium network or with owner-supplied Starlink equipment, giving operators flexibility depending on their coverage needs. 

Propeller and avionics updates 

The 2026 SR22 receives a notable hardware option with the introduction of a four-blade composite propeller, following earlier adoption of composite propellers on the turbocharged SR22T. The four-blade option joins the standard three-blade composite propeller and provides owners an additional configuration choice, primarily focused on ramp presence and perceived smoothness rather than performance changes. 

Cirrus has also continued incremental development of its Perspective Touch+ avionics suite. Recent software updates introduce enhanced visual approach tools that allow pilots to select and display traffic pattern entries directly on the moving map, with the option to couple those procedures to the autopilot. The system also supports up to nine customizable display presets, allowing pilots to quickly switch between preferred screen layouts. 

These avionics enhancements are available across compatible G7 and G7+ aircraft through software updates. 

Design and paint options 

On the outside, the 2026 SR Series G7+ introduces two new premium paint collections for Carbon and Platinum models, along with three new exterior colors: Tangerine, Maldives, and Viridian. Cirrus said the updated schemes emphasize cleaner lines and visual continuity between wings and fuselage, with distinct styling approaches for each collection. 

The SR Series remains the best-selling high-performance single-engine piston aircraft, with more than 11,000 deliveries to date. Cirrus operates manufacturing and service facilities across multiple US locations, including Duluth, Minnesota, and Knoxville, Tennessee. 

Cirrus said deliveries of 2026 SR Series G7+ aircraft will begin according to standard production schedules. 

On January 6, 2026, Joby Aviation announced that the first simulator is preparing for installation later this month at the Marina, California pilot training facility.

The CAE flight simulator, the first generation of the 3000 series, is a fixed-based training device and is expected to be qualified by the Federal Aviation Administration (FAA) as a Level 7 Flight Training Device.

A second unit, a full-motion simulator, is expected to arrive later this year and will be a Level C, Full Flight Simulator that replicates Joby’s aircraft on all axes of motion.

According to Joby, both simulators “provide the ultra-realistic environment required for commercial single-pilot eVTOL operations and are equipped with the same technology used to train pilots for the world’s leading airlines”.

With the two simulators operational Joby expects to be able to train up to 250 pilots a year, “marking an important step in commercial market readiness”.

“These simulators are central to the FAA certification process and are being delivered on time to support pilot training ahead of Joby’s first commercial flights planned for this year,” said Bonny Simi, President of Operations for Joby. “Developing flight simulators that are fully qualified by the FAA takes years of work and access to aircraft data, and it is required for Part 135 operations of eVTOL aircraft in the United States.”

Joby began working with CAE in 2022 to ensure the simulators would be qualified ahead of their launch aircraft’s entry into service.

The two companies said they had been collaborating over several years to test and develop simulator components and software using a “combination of simulated, emulated, and real hardware equipment”.

Both simulators feature a 300-by-130-degree field of view, providing pilots with an unobstructed, fully immersive visual experience driven by CAE’s next-generation CAE Prodigy Image Generator (IG).

CAE leverages gaming technology through Epic Games’ Unreal Engine, providing highly realistic detailed 3D urban visuals for more realistic pilot training in a virtual environment.

“CAE is proud to partner with Joby to bring world-class simulation technology to the emerging eVTOL market. These simulators set a new benchmark for training infrastructure in urban air mobility,” said Alexandre Prévost, President of Civil Aviation at CAE. “By leveraging decades of expertise in high-fidelity simulation, we are helping Joby prepare pilots for safe, efficient operations and supporting the industry’s transition to sustainable air transportation.”

Along with its high-fidelity visuals, the simulator includes audio cues, turbulence, and vibration systems that closely mirror real-world flight conditions, including the unique condition of wind flow around ground-based structures.

“These high-fidelity simulators are designed to be a digital twin of our aircraft, providing us a means of compliance and a robust tool to help prepare our pilots for the unique demands of high-volume operations in urban environments,” Simi added.

Bloomberg reported that Airbus delivered 793 commercial aircraft in 2025, above the manufacturer’s revised target of “around 790.” Airbus confirmed on January 3, 2026, that it will publish its audited annual commercial figures on January 12, 2025.

Airbus lowered its original delivery guidance in early December 2025 from around 820 aircraft after identifying a quality issue at a supplier that affected A320-family fuselage panels, disrupting late-year handovers.

Flight data provider Cirium had previously estimated 782 Airbus deliveries for 2025, with analysts noting that year-end administrative completions could push the final number higher.

Production in 2025 remained heavily concentrated on the A220 and A320neo single-aisle programs, while widebody output for the A330 and A350 continued to lag due to industrial constraints.

Airbus enters 2026 with a backlog of more than 12,000 aircraft and plans to raise A320neo-family production to 75 aircraft per month by 2027.

On the US side, Boeing improved its delivery performance in 2025, recording its strongest year since 2018. By the end of October 2025, Boeing had delivered 493 aircraft and is widely expected to end the year in the 590–610 delivery range, although it remains well behind Airbus in overall volume.

The BelugaST, formally known as the A300-600ST Super Transporter, supported Airbus production for more than two decades by hauling oversized aircraft components between manufacturing sites across Europe. With the introduction of the larger and more capable BelugaXL, based on the A330-200 platform, the original BelugaST aircraft are no longer required for active service. 

Industry reports indicate Airbus is in discussions with potential museums and educational institutions, primarily in Europe, though no final decisions or confirmed donations have been announced. The company is also understood to be open to placements outside Europe, including possible sites in the United States. 

The practical challenges are considerable. The BelugaST’s oversized fuselage demands an unusually large display area, and transporting or reassembling the aircraft can be logistically complex unless a museum is located alongside an active airfield. Those constraints sharply narrow the list of institutions able to accommodate the aircraft.  

BelugaXL replaces retiring fleet

Until 2024, the BelugaST fleet was operated by Airbus Beluga Transport, which flew oversized cargo missions both in support of Airbus production and on a limited commercial basis. Airbus attempted to expand the role of the aircraft by offering charter services in the global heavy-lift market, but the effort was short-lived. The company shut down commercial BelugaST operations in early 2025, citing operational complexity and insufficient demand. 

Industry analysts noted that the BelugaST faced stiff competition from established heavy-lift freighters such as the Antonov An-124. The Airbus aircraft’s limited range, specialized loading requirements, and high operating costs made it difficult to compete effectively outside Airbus’ internal logistics network. 

The BelugaXL has since assumed Airbus’ outsize transport role, offering greater payload capacity and improved performance. The newer aircraft continues to support Airbus’ production system, including the transport of major fuselage sections and wings between European assembly sites. 

Despite its retirement, the BelugaST remains one of the most recognizable special-mission aircraft ever built, known for its distinctive “bulged” fuselage and hinged cockpit that allows cargo loading through the nose. The aircraft has become an icon of modern aerospace manufacturing and a favorite among aviation enthusiasts. 

Retirement decisions

Among the institutions reportedly under consideration is the Pima Air and Space Museum in Tucson, Arizona, which already houses one of the world’s largest collections of historic aircraft. Any final placement decisions, however, will depend on logistical feasibility, funding, and long-term display considerations. 

Airbus built a total of five BelugaST aircraft, all of which spent their careers supporting the manufacturer’s internal transport network. With the transition to the newer BelugaXL fleet now complete, most of the original BelugaSTs have been withdrawn from service or placed in storage.  

Industry reports suggest that up to four of the five aircraft will ultimately require permanent retirement solutions, whether through museum display, educational use, or long-term storage, underscoring the logistical challenge of preserving aircraft of this scale. 

The first flight took place on December 30, 2025, at HAL’s helicopter division in Bengaluru and followed a formal inauguration ceremony attended by Indian Civil Aviation Minister Kinjarapu Ram Mohan Naidu. The Dhruv NG is a twin-engine helicopter that builds on the long-running Advanced Light Helicopter (ALH) Dhruv program. 

HAL said the Dhruv NG has been developed to meet the operational demands of India’s challenging topography while also addressing certification and performance requirements for the global civil aviation market. The helicopter is intended for roles including passenger transport, VIP operations, emergency medical services, law enforcement, disaster relief, and search-and-rescue missions. 

The Dhruv NG is powered by twin Shakti 1H1C turbine engines and features a civil-certified glass cockpit along with a modern avionics feature designed to enhance situational awareness, HAL noted. Safety features include crashworthy seats, self-sealing fuel tanks, and two engines to provide redundancy during critical phases of flight. 

According to HAL, the Dhruv NG has a maximum takeoff weight of a little over 12,000 pounds, a maximum speed of about 154 knots, and a range of roughly 340 nautical miles with a 20-minute fuel reserve. Endurance is listed at approximately three hours and 40 minutes, with a service ceiling of around 18,000 feet, allowing for high-altitude operations. The helicopter can carry an internal payload of about 2,200 pounds. 

During the first flight event, HAL also received certification from the Indian Directorate General of Civil Aviation for indigenous production of the Shakti civil engine. HAL described the approval as the first time an aero engine has been certified by the DGCA for domestic manufacturing. 

Civil Aviation Minister Naidu said India’s helicopter fleet is expected to grow to more than 1,000 aircraft over the next 10 to 15 years. He also pointed to recent policy changes under the UDAN 5.1 regional connectivity scheme, which extend viability gap funding to helicopter operations to reduce passenger costs on short-haul helicopter routes. 

HAL Chairman and Managing Director D.K. Sunil said full civil certification of the Dhruv NG is expected in the coming months. Before certification is completed, HAL plans to conduct about 130 test flights using two prototypes. He added that eight Dhruv NG helicopters are planned to be deployed by Pawan Hans for logistics operations at the Bombay High offshore oil and gas field. 

The US company confirmed on New Year’s Eve that the first “retail customer” took ownership of their Cessna Citation Ascend on December 30, 2025.

News of the delivery came only weeks after the aircraft was granted type certification by the Federal Aviation Administration (FAA) on November 5, 2025.

“The first Citation Ascend delivery underscores Textron Aviation’s commitment to redefining the midsize segment with an aircraft that blends innovation, efficiency and unmatched comfort,” said Lannie O’Bannion, Senior Vice President, Sales and Marketing. “We look forward to seeing the Ascend begin its journey with customers around the globe.”

The first production Cessna Citation Ascend rolled out of the Textron facility in Wichita, Kansas in September 2025. It thereby became the third aircraft in the program, following two earlier test articles that make up the Citation Ascend flight test fleet.

Part of the Cessna Citation 560XL family, the Citation Ascend was first announced in 2023, with Textron highlighting the entirely new cockpit, improved performance, and luxurious flat floor cabin.

More than 1,000 Cessna Citation 560XL series aircraft have been delivered to customers since 2000.

The latest Cessna jet is equipped with Garmin G5000 avionics, featuring the latest software including autothrottle technology and advanced weather detection/avoidance technology.

Two Pratt & Whitney Canada PW45D engines can power the aircraft up to 817 km/h over a maximum range of 1,940 nm.

When Textron Aviation launched the Citation Ascend at the EBACE convention in Geneva in 2023, the purchase price was announced as $16.725 million.

On December 30, 2025, the two companies announced that CALC had placed its fifth order with Airbus in a relationship that stretches back to 2012.

Under the terms of the agreement, Hong Kong-based CALC can convert the order to other variants of the Airbus A320 family aircraft.

CALC’s remaining Airbus orderbook will rise to 105 aircraft, bringing its total Airbus orders to 282 of which 203 are A320 family aircraft

“Our partnership with Airbus started in 2012, and in 2014 we became the first Chinese lessor to place a direct bulk order with the company. While today’s order is another milestone in CALC’s journey to build a next-generation, future-ready fleet and solidify our position as one of the leading global aircraft lessors.” said Mike Poon, Executive Director and CEO of CALC.

In July 2012, CALC’s first order with Airbus was for A320ceo family aircraft followed by a second in 2014 for 100 A320ceo and A320neo family aircraft.

CALC further strengthened its portfolio with orders for 65 A320neo family aircraft in 2017 and 40 A321neo aircraft in 2020.

“CALC has been a long-time valued partner of Airbus with its first order placed in 2012, and it’s a privilege to see another repeat order,” said Benoît de Saint-Exupéry, Airbus EVP Sales of the Commercial Aircraft business. “CALC’s deep understanding of the market and what its customers demand is a solid endorsement of the A320neo Family. This commitment reinforces their strength as a lessor with the most efficient, versatile, and in-demand single-aisle aircraft for their customers.”

On December 27, 2025, United Aircraft Corporation (UAC) confirmed that a domestically produced suite of avionics and components, including advanced safety systems, has received a Certificate of Approval for a Major Change to the Standard Design.

News that the modifications comply with Federal Air Transport Agency requirements opens the door for serial production and delivery to Russian airlines.

Eight Tupolev Tu-214 planes will be built in 2026, followed by 12 in 2027, and then from 2028 production with rise to 20 a year.

Russian Minister of Industry and Trade Anton Alikhanov said that the approval will pave the way for the domestically produced products to be installed on other aircraft models.

Interfax reported that 17 foreign systems onboard the Tu-214 were replaced, including the aircraft’s weather radar and airborne collision warning and avoidance system made solely by Honeywell.

“Our colleagues have essentially developed a new, cutting-edge avionics suite. Our aircraft designers also created the first unique domestic air collision avoidance and ground proximity warning systems. A single company produces these systems for the global aircraft industry, and we have overcome their global monopoly,” said Alikhanov.

He added: “Now, these proven systems will be installed on other aircraft models. The new Tu-214 represents another step toward technological sovereignty in civil aviation, and we are not resting on our laurels.”

The Tupolev assembly line in Kazan was expected to complete four Tu-214 aircraft in 2025 but a shortage of engineers and skilled workers hampered efforts.

“The Tu-214 flying testbed, following modifications as part of the import substitution program, completed its maiden flight in November 2024. Further development flights were conducted, and in February 2025, the aircraft began a program of additional certification tests, which were successfully completed,” said a spokesperson for UAC.

Last week saw the (long overdue?) maiden flight of the new Tupolev Tu 214 airliner.
Is it me, or does it look about 40 years out of date? I'm getting Boeing 757 vibes! pic.twitter.com/sLdUzsB5PR

— Trev Clark's Obscure Aviation History (@clark_aviation) December 20, 2025

The first Tu-214 was introduced in 1996 with Vnukovo Airlines but has seen limited production since. The Tu-214 program was revised in 2022 to place foreign-made systems and components due to Western sanctions introduced after Russia invaded Ukraine.

The sanctions drastically reduced Russia’s access to Boeing and Airbus aircraft and the parts needed to service them.

The Tu-214 is a modernized version of a Soviet-era design, the Tu-204. The Tu-214 can carry up to 210 passengers,

In January 2025, Windracers unveiled its current UAV, the ULTRA MK2, a 10m-wingspan drone developed at Southampton University, UK, capable of travelling up to 1,000 km at 77 knots with a cargo capacity of 150kg.

The ULTRA MK2 was a significant advancement on Windracers’ first drone to reach the market, ULTRA MK1, with the latest iteration offering double the power output, bringing a 50% increase in useful payload as well as a significant reduction in fuel cost.

In a year that has seen Windracers also recognized as a trusted partner by the UK government and NATO and the opening of a new 22,000 sq m facility in Fareham, there are clear signs that momentum behind the company is growing.

During a visit to the Windracers’ manufacturing and maintenance facility in December 2025, AeroTime had the opportunity to speak with Chairman and Founder, Stephen Wright about the drone developer’s progress.

Wright, who is also a founding partner of the private equity firm STAR Capital Partners, started exploring the idea of Windracers in 2015, with the company then becoming fully established in 2016 after securing a contract with Southampton University to work on the drone’s design.

Having previously worked within the developing world sector and in transportation economics, Wright said that the final piece in the puzzle was with a conversation with a friend, who he described as a “garage tinkerer of Olympic scale”.

“He was building drones, and I talked to him on several occasions about what they could do, and the three things coalesced,” he said.

Fixed-wing rather than rotorcraft

From the beginning, Wright wanted to build a long range, high payload drone, even though at the time “a lot of the market was looking at short and small payloads”.

Wright explained that key to the ULTRA design was that it was fixed-wing rather than reliant on rotor technologies.

“I needed a lot of persuading to ignore 100 years-plus of aviation engineering development, so that for me was quite a strict choice – with petrol engine aircraft versus electric,” he said. “For me, that’s just a question of physics. Hopefully, there’ll be developments with electric engines, which will make them competitive but at the moment for what we’re trying to do is it doesn’t fit.”

Another important early decision was that the drone should be fully autonomous, requiring Windracers to design its own avionics.

“This means we can actually adapt, and we’re changing the avionics nearly every week. We’re coming out with an enhancement, mainly in response to what’s happening out in Ukraine. And again, doing it all in house rather than buying it in has turned out to be a really good decision,” Wright added.

The ULTRA MK2 was recently tested on a 2,000km flight carrying a 100kg payload, and there are plans to develop a new multi-mission drone, capable of travelling 2,000km with a 200kg payload.

The company’s roots were established in finding low-cost solutions to deliver humanitarian assistance around the globe but have since expanded to serve a wide range of operations.

We’re actually only at the foothills of this technology. I have in my mind a roadmap of what it can do and where it can really transform logistics in both the developing world and the developed world. And I really want to roll out that vision,” said Wright.

Jeep of the skies

Since its inception, Windracers has partnered with leading organizations such as the British Antarctic Survey, NORCE, Aviation Sans Frontières, and the UK Ministry of Defense.

As a multi-mission aircraft, the MK2 can be adjusted in minutes to deliver, drop or detect depending on mission requirements.

When asked whether, at the start of project, he could have perceived that Windracers’ UAV would be deployed on such varied missions, Wright said that he had always wanted to “create the Jeep of the skies”.

“It’s a deliberate strategy choice right back in 2017. There’s a lot of drone manufacturers making specialized drones for a particular application. We went to the opposite end of the specter,” he said. “I had a strong requirement, a model team philosophy, that everybody gets the same aircraft. You can have any aircraft you want, as long as its ULTRA. I want to have the same platform because that’s the key to get to scale – but make it so it’s capable of doing lots of different missions.”

He added: “I always felt that I deliberately took that approach, but the diversity of the activities we’ve done with the aircraft has surprised and that’s quite pleasing.”

In September 2025, Windracers signed a Memorandum of Understanding (MoU) at DSEI to explore the potential of deploying its ULTRA UAV across India.

The agreement was signed with Bharat Forge, with the two companies agreeing to address emerging requirements for drones across the Indian military and civil sectors.

With the signing of the Bharat Forge contract and Windracers’ ongoing partnership helping Ukraine military, defense has become an increasingly important sector for the drone developer.

“This is why we’ve got 12 aircraft sitting in the facility. I think if we remained a totally civil company, it would be questionable whether we’d survive. I think it is very important to be in military and it’s a drive forward […] At one point that will stop and then you’ll need the civil activity to pick up too. At the moment it’s military, so we have to go with that,” explained Wright.

He added: “The developments we’re making in Ukraine, within military, are feeding directly into the humanitarian role and it’s allowed us to have the capability to do the humanitarian [work].”

UK government backing

In November 2025, the Windracers ULTRA was presented in the UK’s Houses of Parliament, following an exclusive invitation from the Ministry of Defense.

The UK government has worked closely with Windracers since the first drone was delivered to Ukraine in 2023.

According to the Minister for Armed Forces, Al Carns, the UK has spent over $805 million (£600 million) on supplying Ukraine with drones, including 20 built by Windracers.

“We are the only UK-owned non-prime drone company. It’s something we like emphasizing because some of the other drone companies which get support aren’t British companies so, we’re quite proud of that,” explained Wright.

“We’re in a market of one now. This won’t last. I’m very sure other platforms will be developed to compete with our capability, but we’re in a unique space at the moment because of those decisions taken eight years ago. The decisions other companies made put them into a different end of the market. But we’re in a space of our own, and then the market comes to us, which is great,” he said.

Windracers are aiming to produce 10 ULTRA drones each month in 2026, and 20 a month in 2027.

To increase production levels to 20 a month Windracers would need an even larger facility, and Wright is open to manufacturing drones abroad (as well as in the UK) in the future, with India a strong contender following the partnership with Bharat Forge.

“If we can get this technology out, handling everybody’s day to day transportation, we can really make a difference to the life of the man in the street, whether it’s the man in the street in the UK or in India or in Madagascar,” he explained.

Wright is particularly enthusiastic about the engineering sector in the UK as a whole and wants more firms to “bang the drum and say how brilliant they are”.

“You forget that in the UK there is a lot of engineering expertise. They’re normally small firms. I think the demise of British engineering is slightly overdone,” he said.

In September 2025, Windracers gained approval from the UK’s Civil Aviation Authority (CAA) to launch the country’s first international UAV flight for civil purposes.

Future projects

Approval from the CAA was granted on September 16, 2025, alongside Luftfartstilsynet, the Civil Aviation Authority of Norway, allowing the ULTRA drone to fly beyond visual line of sight (BVLOS) from Tingwall Airport (LWK) in the Shetlands to Haugesund Airport (HAU) in Norway.

The flight scheduled for March 2026 will help Windracers to prove ULTRA’s capabilities across international airspace – opening new possibilities for connecting remote communities and delivering essential services.

One such community is the residents living on the Orkney Islands, where Wright hopes to one day provide a delivery cargo service using an ULTRA drone.

In 2024, Windracers was given regulatory approval by the CAA to perform a two-month trial on the Orkney Islands between Eday, Westray and North Ronaldsay.

According to Wright, as far as he is aware there are currently no scheduled cargo services in the world by drone and wants the UK to lead the way.

“This game is still open, but we need to really pursue it dynamically. We could get out and run a scheduled service and be the first in the world, in the Orkneys tomorrow, if we’re allowed to do it. We can take a lead in this industry. Let’s just get ahead and do it, and then it will happen. I think it can be done somewhere like the Orkneys and it can be done very, very safely. We’d have a world first on our hands,” he concluded.

On December 22, 2025, Coulson Aviation announced it was launching the Boeing 767 Very Large Airtanker (VLAT) program to mark a “significant advancement in the evolution of aerial firefighting capability”.

The company highlighted the recent grounding of the MD11 and DC10 fleets after the UPS MD-11 crash in Louisville on November 4, 2025, laid bare the structural challenge for firefighting agencies worldwide.

“As older widebody aircraft are retired, the industry faces a significant reduction in high-capacity, large-scale retardant delivery capability,” said a spokesperson for Coulson.

Coulson’s 767 VLAT is being developed to address this gap with an aircraft that offers greater payload, lower fuel burn, and long-term sustainability compared to existing platforms.

“The firefighting community is seeing rapid changes in available airframe types, and agencies need solutions that are safe, efficient, and supportable for decades,” said Britt Coulson, President and CEO of Coulson Aviation USA. “The 767 is a proven widebody platform with global support, parts availability, modern systems, and compelling operating economics. Our program builds on those strengths and will deliver performance beyond what legacy VLATs can provide.”

Coulson’s 767 VLAT will incorporate the largest iteration of their patented RADS retardant delivery system, delivering a tank capacity that exceeds any rival currently in operation.

The aircraft will provide gains in payload capability, fuel efficiency, and long-term maintainability compared to legacy VLAT platforms while retaining the ability to carry over 160 passengers.

“The aircraft will be designed with the same multi-mission, all-risk versatility that defines Coulson’s airtanker fleet,” added the spokesperson.

Coulson’s large airtanker fleet currently includes the C-130H Hercules and the 737 Fireliner. Coulson confirmed that engineering, structural analysis, and systems integration of the new airtanker planning are already underway.

The SW-51 Mustang is one of the most authentic and capable replica aircraft in general aviation. Developed in the 2010s, the 72% scale, two-seat aircraft blends modern composite construction, contemporary avionics, and a turbocharged engine with the unmistakable design of the original North American P-51 Mustang. 

The Germany-based manufacturer announced that the SW-51 will now be available with a 33% larger composite propeller developed in partnership with MT-Propeller. The new MTV-22 propeller improves climb performance by roughly 15%, adding about 300 feet per minute, while also reducing takeoff distance by a similar margin. 

For an aircraft that already turns heads on the ramp, the larger prop adds an unmistakable presence. 

“Performance and appearance of the SW-51 already exceed customer expectations,” said Christian von Kessel, CEO of ScaleWings. “The new prop increases both performance and ramp appeal of what is arguably one of the most recognizable aircraft in the world, the Mustang.” 

The collaboration between ScaleWings and MT-Propeller spanned more than two years and carries historical significance. MT-Propeller currently certifies and manufactures full-scale composite propellers for the original North American P-51 Mustang, as well as the rare P-82 Twin Mustang. In addition, AVIA Propeller, part of the MT-Propeller Group, produces P-51 replacement blades under license from Hamilton Standard. 

Drawing on that lineage, MT-Propeller designed the MTV-22 for the SW-51 by replicating and scaling the original 1940s Hamilton Standard blade shape and tip geometry. The result is a propeller that not only delivers tangible performance gains, but also strengthens the aircraft’s visual and historical authenticity. 

“Making certain the SW-51 is an authentic replica of the original P-51 is something we take very seriously,” von Kessel said. “Since MT is now producing the Hamilton Standard P-51 propeller, collaborating with them on a new and improved prop for the SW-51 was a natural fit.” 

The new propeller will be offered as an option beginning with SW-51 serial number 052. Existing owners are also eligible to upgrade, allowing them to benefit from both improved takeoff and climb performance and a more aggressive Mustang-like appearance. 

Interest in the SW-51 has continued to grow, aided in part by the introduction of the FAA’s Modernization of Special Airworthiness Certification standards, known as MOSAIC. More than 20 aircraft were ordered in 2025 alone, and 62 have been sold since the model was introduced in the US just over three years ago. 

On December 22, 2025, Flightradar24 announced that the company had entered into an agreement with Boeing to supply flight data services generated from a global network of more than 55,000 ADS-B receivers.

Flightradar24 is perhaps the most widely used flight tracking website with the data it produces through its ADS-B network being used by airlines, airports, aerospace manufacturers, and aviation stakeholders.

The website has also become popular with the public as a way to monitor their own flights or find out about aircraft flying above their homes.

We randomly stumbled upon a Christmas card over Ohio.

View: https://t.co/9Y1KY0VAUe pic.twitter.com/UMNKPmpVux

— Flightradar24 (@flightradar24) December 22, 2025

“This data service is one element of Boeing’s continued innovation and build-out of a robust digital services platform centered around improving fleet performance and maintenance outcomes for our customers,” said Crystal Remfert, Senior Director Digital Services, Boeing Global Services. “Flightradar24 data complements our existing advanced analytics capabilities and will help us deliver deeper insights and more value to customers.”

Founded in 2006, Flightradar24 attracts more than 5 million users per day and monitors 250,000 flights every 24 hours.

“We are proud to collaborate with Boeing, one of the world’s most respected aerospace companies,” said Lasse Schmidt Westrén, Vice President of Sales and Business Development at Flightradar24.

The aircraft is an exact duplicate of Vertical’s current full-scale prototype, which is undergoing transition flight testing at the UK Flight Test Centre, the eVTOL manufacturer announced in a statement on December 22, 2025. 

“As we look ahead to 2026, the addition of our final prototype marks an important step in closing out our prototype flight test program and maintaining momentum towards commercialization,” said Stuart Simpson, CEO of Vertical Aerospace. “Our test pilots are eager to get this aircraft into the air.”  

As the final prototype in Vertical’s flight test program, the new aircraft will “double flight test capacity and support public demonstrations”. It integrates advanced systems and technologies from Vertical’s leading aerospace partners, such as Honeywell, Molicel, and Syensqo. 

After initial testing in its all-electric configuration, the aircraft will be retrofitted for hybrid-electric testing during 2026. 

The company said that its latest prototype flight took place on December 19, 2025, with additional flight tests expected this week.  

The announcement follows Vertical’s recent unveiling of Valo, its next-generation certification aircraft scheduled to enter commercial service following certification in 2028. As part of its certification program, Vertical plans to build seven Valo certification aircraft in the United Kingdom. 

Vertical will also begin a US tour with Valo in 2026, starting in New York City in January 2026, as it continues to showcase the aircraft to customers, partners and stakeholders. 

According to the carrier, this first delivery will pave the way for other Canadian regional airlines to upgrade their old turboprops to more modern, comfortable ATR aircraft. 

“With this aircraft, we can provide our customers with a higher level of comfort and efficiency while continuing to strengthen connectivity in some of Canada’s most challenging environments,” said Derek Nice, President and CEO of Rise Air. 

This aircraft is the first of three that were agreed upon in November 2024, with two more brand-new ATR 72-600s expected to join the fleet under lease in 2026. 

The arrival of the new aircraft follows Transport Canada’s certification of the ATR 42-600 and ATR 72-600 on November 27, 2025, enabling Canadian operators to fly ATR’s new -600 series aircraft for the first time.  

About ATR -600 series 

The ATR 72-600 features a glass cockpit, along with larger cabins and wider seats. The aircraft is renowned for its fuel efficiency, reliability, and ability to operate in challenging environments, including short and unpaved runways.  

Rise Air’s aircraft are fitted with Pratt & Whitney Canada’s new PW127XT engines, which provide lower maintenance costs and 45% reduced CO2 emissions compared to other regional jets of similar size. 

“We’re honored to see Rise Air pioneer the introduction of the ATR –600 series in Canada, and bring sustainable, reliable, and profitable connectivity to Canada’s most demanding environments,” CEO of ATR Nathalie Tarnaud Laude added. 

Rise Air’s investment is the largest in its 70-year history, positioning the airline to operate the most advanced regional aircraft fleet in the country.  

ATR is expanding its presence in Canada, with more than 60 aircraft operated by 10 airlines across the country, which marks a 50% increase since 2019. 

On November 19, 2025, Airbus confirmed that the first of four A321XLRs has been delivered to the Uzbekistan airline as part of a long-term lease agreement with Air Lease Cooperation (ALC).

Powered by CFM LEAP-1A engines, the aircraft is configured with 190 seats in a two-class layout, featuring 16 full-flat business class and 174 economy class seats.

Qanot Sharq will utilize its fleet of XLRs to expand its international route network and service key markets across Asia, including Sanya, Busan and New York (via Budapest).

“I am delighted to further strengthen our partnership with Air Lease as we welcome our first A321XLR,” said Nosir Abdugafarov, owner of Qanot Sharq Airlines. “This aircraft’s exceptional range and efficiency will open new nonstop routes from Uzbekistan, expand our international network, and allow us to offer our customers greater comfort and convenience while maintaining highly competitive operating economics.”

In February 2025, US-based Air Lease and Qanot Sharq signed an agreement for several new aircraft, with deliveries scheduled for between 2026 and 2027.

The new Qanot Sharq A321XLR was seen as it left the paint shop at the Airbus Finkenwerder facility, near Hamburg, Germany, in October 2025.

“Air Lease is proud to be the first lessor to introduce the A321XLR to Asia with our valued partner Qanot Sharq, an airline we have supported since day one,” said AJ Abedin, Senior Vice President of Marketing at Air Lease. “With its strong operating performance and strategic location in Uzbekistan, I believe Qanot Sharq is uniquely positioned to unlock the full potential of this game-changing aircraft.”

In other A321XLR related news, American Airlines operated its first Airbus A321XLR flight on December 18, 2025, becoming the first US carrier to fly the new long-range aircraft.

The inaugural service departed New York’s John F. Kennedy International Airport (JFK) at 11:00 ET, carrying more than 150 passengers to Los Angeles International Airport (LAX).

Announced on December 16, 2025, the P2008JC NG introduces the Rotax 912 iSc fuel-injected engine to the type and incorporates design updates intended to improve safety, operating economics and fleet commonality for flight schools. According to Tecnam, the aircraft is available for order immediately. 

Certification under EASA CS-23 places the P2008JC NG in the same regulatory category as larger and more complex general aviation aircraft, with enhanced requirements for structural integrity, systems reliability and low-speed handling, the Italian manufacturer noted. It claims that the updated certification standard improves safety characteristics during takeoff, landing and training maneuvers typical of ab-initio flight instruction. 

The aircraft retains Tecnam’s hybrid construction approach, pairing a carbon-fiber fuselage with metal wings and a metal stabilator. According to Tecnam, the configuration aims to balance aerodynamic efficiency and cabin comfort with durability and repairability in high-utilization training environments. In particular, metal wings allow for quicker and lower-cost repairs compared with full-composite structures, Tecnam said. 

The switch to the Rotax 912 iSc fuel-injected engine represents one of the most notable changes from earlier P2008 variants. Tecnam claims that the engine burns less then four gallons of fuel per hour and can operate on multiple fuel types, reducing reliance on avgas and lowering direct operating costs. The company also positions the aircraft as a lower-emissions option compared with legacy trainers powered by larger piston engines. 

Avionics are centered on the Garmin G3X Touch glass cockpit, bringing digital flight displays and integrated systems management into the ab-initio training environment. Optional equipment includes an autopilot, which Tecnam says allows flight schools to introduce instrument-style procedures while operating within a VFR training platform. 

The P2008JC NG is certified under EASA regulations and accepted across EASA-recognized states.

Tecnam also highlighted fleet standardization as a potential benefit for training organizations already operating other injected Tecnam aircraft, including the P-Mentor and P2006T NG twin. A common engine architecture and similar avionics across multiple aircraft types is intended to simplify maintenance, training, and spare-parts management for flight schools. 

“The P2008JC NG represents a significant leap in training safety,” said Tecnam Managing Director Giovanni Pascale Langer, citing certification to the latest CS-23 amendment and improvements in low-speed handling characteristics. 

Tecnam is based in Capua, near Naples, Italy. The company was founded in 1986 by brothers Luigi Pascale and Giovanni Pascale, both former engineers at Partenavia, and has grown into a well-established manufacturer of light aircraft for flight training, special mission, and regional transport roles.

Tecnam designs and builds a broad portfolio of piston-engine and turbodiesel aircraft, including the P2008, P2010, P-Mentor, P2006T twin, and the P2012 Traveller, a 9- to 11-seat commuter aircraft used by regional operators worldwide. The company has delivered thousands of aircraft to customers in more than 65 countries and is a regular supplier to professional flight schools, airline ab-initio training programs, and government operators.

The five A-29N Super Tucanos were showcased during a ceremony at OGMA’s, a Portuguese aerospace company, facilities in Alverca, which was attended by Portuguese officials, Embraer executives, and invited guests. 

In a statement, Embraer announced that the delivery comes just one year and one day after the acquisition agreement was signed on December 16, 2025, marking a “significant milestone in Portugal’s process to modernize its air capabilities”. 

“There is growing interest in employing the A-29 for counter-UAS missions in Europe, and a potential assembly line in Portugal paves the way for the development of new business and broader cooperation with the Portuguese defense industry,” said Bosco da Costa Junior, CEO of Embraer Defense & Security. 

During the ceremony welcoming the first five aircraft, Embraer and the Portuguese State also signed a Letter of Intent (LOI) to explore the possible establishment of an A-29N final assembly line in Portugal. 

Embraer said that aircraft produced at this facility would address possible demands from other European nations through government-to-government negotiations, contributing to the strengthening of the defense industrial base in Portugal and across Europe. 

The A-29N is a NATO-adapted version of Embraer’s EMB 314 Super Tucano, a turboprop aircraft designed for counter-insurgency, light attack, and advanced pilot training missions.  

Embraer said that the aircraft’s entry into service “reinforces its commitment to supporting NATO allies with reliable and innovative solutions.” Portugal now joins a growing list of countries that rely on the A-29’s proven capabilities for a wide range of missions.  

The Super Tucano has been chosen by 22 air forces worldwide and has logged over 600,000 flight hours since its introduction in 2003. 

On December 17, 2025, the two companies confirmed that the US aerospace manufacturer will enter the Indian aviation sphere as a newly established subsidiary named Natilus India.

Under the agreement, SpiceJet will assist Natilus in gaining certification in India. Once certification is achieved, the carrier plans to order 100 Horizon blended-wing aircraft.

“In line with our commitment to encouraging innovation and sustainability in aviation, SpiceJet is proud to support Natilus in developing this next-generation aircraft. Once certified, the HORIZON, with its efficiency and compatibility with existing airport infrastructure, could be a strong fit for our future fleet,” said Ajay Singh, Chairman and Managing Director, SpiceJet.

A press release published by the two partners, highlights that Indian carriers will require more than 2,200 new planes by 2040 to meet demand.

Natilus is currently pursuing Part 25 certification for Horizon through the Federal Aviation Administration (FAA) and is working with the Indian Directorate General of Civil Aviation (DGCA) for certification in India.

As well as Horizon, Natilus is also developing its cargo-only aircraft concept, Kona, which also uses a blended-wing structure.

“As an airline at the forefront of embracing technological innovation, SpiceJet is the ideal customer for HORIZON as we look to meet the needs of India’s underserved market,” said Natilus CEO Aleksey Matyushev. “With our new subsidiary, we look forward to exploring partnerships with premier Indian OEMs and bringing innovative new aircraft to valued customers like SpiceJet.”

Natilus’ blended-wing passenger aircraft will carry 240 passengers and reportedly “provide 40% more interior space, while reducing fuel costs by 30%, carbon emissions by 50% and operational costs by 50%”.

Horizon is expected to enter the market in the early 2030s. The company’s current commercial order book stands at over 570 aircraft to date, valued at $8.7 billion.

Earlier this year, Natilus unveiled two possible cabin designs: a high density one for 196 passengers (40 first class seats with a 38″ pitch, 48 economy+ with a 34″ of pitch and 108 in economy at 31″ pitch), and a less dense premium one for 164 passengers.

Natilus India will be headquartered in Mumbai and led by Ravi Bhatia, the developer’s new Regional Director.

In a statement issued on December 16, 2025, Wisk announced that this achievement marks a significant industry milestone. 

The company’s aim is for the Generation 6 aircraft to become the first autonomous passenger aircraft to achieve Federal Aviation Administration (FAA) certification for commercial operations in the United States, with planned launch cities such as Houston, Los Angeles, and Miami. 

“This first flight is the moment our team has been working toward, and it is a powerful demonstration of the work, expertise, and commitment that have gone into the Gen 6 program,” said Wisk CEO Sebastien Vigneron. “Seeing Gen 6 take flight is an exciting moment for Wisk and the future of aviation.” 

Wisk said the aircraft successfully performed its initial vertical takeoff, hover, and stable flight maneuvers at Wisk’s flight test facility in Hollister, CA, located just south of its headquarters in Mountain View. 

With the first Gen 6 flight completed, Wisk is now implementing a thorough flight test program aimed at safely validating the Gen 6 design, simulation models, and system performance. 

The company indicated that the initial testing phase will concentrate on developing the hover regime, focusing on takeoffs, landings, and low-speed stability before progressing to higher speeds and altitudes, including complex maneuvers like longitudinal transition, lateral transition, and pedal turns. 

Wisk is the only company that has designed, built, and flown six generations of eVTOL aircraft, drawing on over 1,750 previous test flights. 

The company’s aircraft are all fully electric and autonomous, with specialized human supervision from a ground-based Multi-Vehicle Supervisor, a system Wisk thinks is essential for reaching “high levels of safety, scalability, and affordability”.

The proposed package adds a synthetic enhanced angle-of-attack system and introduces a new capability for crews to disable stall warning and overspeed alerts in specific scenarios. The FAA will assess whether these design changes satisfy the safety improvements Congress required following two MAX crashes and the overhaul of the aircraft certification process.

Lawmakers waived a 2022 deadline that would have forced Boeing to redesign the alerting architecture for the MAX 7 and MAX 10 before certification. In exchange, Congress required Boeing to retrofit the MAX 10 fleet with approved safety upgrades within three years of the aircraft entering service. The FAA said it will also review changes planned for other MAX variants to ensure the entire series receives the mandated improvements.

The review, announced on December 12, 2025, comes as Boeing continues to navigate long delays in certifying both the MAX 7 and MAX 10. The program has faced setbacks linked to an engine de-icing issue, quality-control problems, and heightened regulatory scrutiny. The FAA has kept the MAX 10 under close watch as it works through outstanding design requirements tied to flight-deck systems and crew alerting.

Southwest Airlines, the largest MAX operator, has said it now expects the MAX 7 to be certified by August 2026, with entry into service early the following year. The MAX 10, which is further behind, remains without a firm timeline. The FAA has reiterated it will not set target dates and will instead advance the aircraft only when all requirements are met.

Boeing’s alerting-system proposal reflects lessons learned from the two fatal MAX accidents in Indonesia and Ethiopia in 2018 and 2019. Investigators found that crews received limited or conflicting information as the aircraft’s Maneuvering Characteristics Augmentation System (MCAS) repeatedly activated, forcing the nose down. Those accidents killed 346 people and led to a 20-month global grounding of the MAX fleet. The FAA and Congress later pushed for more intuitive cockpit alerting across commercial aircraft to help pilots diagnose and respond to abnormal situations.

MCAS is an automated flight-control law designed for the 737 MAX to improve handling at high angles of attack by commanding nose-down stabilizer trim when needed. Boeing introduced MCAS because the MAX’s larger, more fuel-efficient engines changed the aircraft’s aerodynamics and made it more prone to pitch up in certain conditions. MCAS was intended to make the MAX’s handling feel similar to earlier 737 models and meet certification requirements without extensive pilot retraining.

As part of the MAX 10 review announcement, the FAA said it will monitor Boeing’s efforts to provide airlines with the service bulletins and technical data needed to comply with future retrofit requirements. Regulators will also certify design changes for other MAX models to ensure the safety enhancements apply consistently across the series.

The FAA’s action underscores the level of oversight Boeing continues to face as it works to restore confidence in its narrowbody program. The agency recently lifted a production cap that had limited MAX output to 38 aircraft per month after a 2024 accident involving an Alaska Airlines MAX 9 exposed lapses in Boeing’s manufacturing processes. The FAA raised the cap to 42 jets per month only after requiring targeted improvements to Boeing’s quality-control system.

Among the speakers on December 10, 2025, were Vertical Aerospace’s CEO, Stuart Simpson, and the UK’s Chief Secretary to the Prime Minister, Darren Jones.

It was a significant moment for Vertical Aerospace as it looks to progress towards having its eVTOL aircraft certified in 2028, then entry into service following on shortly after.

Currently, Vertical is in the fourth and final stage flight test stage of its workhorse VX4 prototype. It will then move on to Valo, of which seven will be built to support final testing with the UK Civil Aviation Authority (CAA) and the European Union Aviation Safety Agency (EASA).

Unveiling the Valo mockup, Vertical said that its design had been “shaped by extensive insights from the company’s piloted test program and direct feedback from airline and operator customers”.

At the launch event, AeroTime spoke with Vertical’s Chief Test Pilot and former RAF aviator, Simon Davies, about the new Valo design and how airlines had influenced the product.

Vertical has around 1,500 pre-orders for its aircraft from customers that include American Airlines, Japan Airlines, GOL and Bristow. On the same day as the Valo launch, it also signed a Memorandum of Understanding (MoU) with Héli Air Monaco for a pre-order.

Davies said: “They want the ability to carry a decent number of passengers, plus their baggage, because they are looking at feeder services into airports. Airports to city centers or regional airports around the UK like Oxford or Cambridge to Heathrow – they are kind of tricky journeys at the moment.”

He added: “We can save a bunch of time for people and make that a point-to-point journey in 20 minutes that is currently two-plus hours, but they need to take their bags. So, we really listened to the customers, and we realized that its important as a differentiator for us in the market.”

At the launch event, Vertical laid out around 12 medium-sized suitcases next to the Valo mockup, suggesting that they could all fit inside the baggage bay.

Explaining how the new Valo design differed from the VX4 protype, Davies said: “When you look at Valo, the fuselage is a little bit smaller, a little bit shorter, so we have optimized that. We realized that some of the stuff was too big. The tail was a bit too big – bigger than it needed to be. We’ve optimized, made it smaller, more efficient to give us more range. The wing and the position of the motors and the propellers are almost identical [to VX4].”

He added: “A lot of that learning from the development of the prototype carries straight through to production, and that’s because of aerodynamics. The prop wing and prop interaction are very, very similar. We de-risk and take a whole chunk of risk out of the program. So, in a way, Valo has started flying already.”

According to a statement from the Beijing High People’s Court, released on December 8, 2025, eight families of MH370 passengers have received compensation orders from the Chaoyang District People’s Court.  

The court determined that Malaysia Airlines and other defendants are required to pay damages in accordance with the Montreal Convention and Chinese law. 

Each ruling grants more than 2.9 million yuan (approximately US$410,000) per case, which includes damages, funeral costs, emotional distress compensation, other losses, and related expenses. Altogether, the eight cases – each representing one passenger – total around US$3.3 million. 

“This judgement recognizes not only the loss of life, but also the profound psychological trauma suffered by the families,” a court spokesperson told Reuters on December 8, 2025. 

Malaysia Airlines has not yet responded to the ruling. 

Of the 239 people aboard MH370, two-thirds were Chinese nationals, making China the nation most affected by the tragedy. The remaining passengers were from Malaysia, Indonesia, Australia, India, the United States, the Netherlands, and France. 

More than a decade later, these families continue to seek answers about the fate of their family members who went missing and were never found after Malaysia Airlines Flight MH370 disappeared on March 8, 2014. 

Flying from Kuala Lumpur to Beijing, the Boeing 777-200ER disappeared from radar less than an hour after it took off. It is believed that all passengers and crew members lost their lives.  

The exact reason for the disappearance has never been determined and the incident continues to be one of the biggest mysteries in aviation history. 

On December 3, 2025, Malaysia’s Ministry of Transport declared that it would resume the deep-sea search for the lost wreckage of Malaysia Airlines Flight MH370. This new search, set to begin on December 30, 2025, will be the third major deep-sea search for the missing aircraft. 

The company has been working on the design for several years but had operated largely under the radar until now. EVIO said it secured two major airline customers in 2023 that signed conditional agreements for a combined 250 aircraft, along with options for another 200 units. EVIO has not disclosed the buyers, though it describes them as major carriers with significant regional networks. 

The EVIO 810 is designed to operate in both all-electric and hybrid-electric modes. The company describes its propulsion system as a “strong hybrid” architecture, meaning the aircraft can fly on battery power alone for short segments and switch to a hybrid configuration for longer flights. EVIO says the goal is to give regional airlines lower operating costs, reduced emissions, and more flexibility as operators face rising maintenance expenses on aging turboprops and regional jets. 

Boeing has taken a small investment stake in the company and is providing engineering support, though neither party disclosed financial terms. Pratt & Whitney Canada is leading development of the propulsion system and plans to use the PT6E engine as the core of the hybrid architecture. The collaboration gives EVIO access to two of the industry’s most experienced players, a notable advantage for a start-up trying to advance an all-new aircraft through certification. 

EVIO also plans cargo and defense variants of the aircraft. The company says the 810’s power architecture could support directed-energy systems, onboard power generation for remote operations, and expanded cargo loads, including the ability to carry 463L pallets used by the US military and its allies. EVIO says it designed the aircraft with autonomous operations in mind, though it has not released a timeline for that capability. 

The company argues that the regional market is overdue for a clean-sheet entrant. More than 5,000 regional aircraft will need replacing in the next 20 years, and more than 2,600 have already been retired in the past five years alone, according to EVIO’s analysis. Yet only about 750 new aircraft have entered service over that period, leaving airlines with shrinking fleets and fewer modern options. 

EVIO was founded in 2019 and operates in both Canada and the United States, with Montreal serving as a key base for its aircraft development work. The company had kept a low profile until this week’s public launch of the EVIO 810 but has spent several years refining its hybrid-electric design and assembling a leadership team with experience on major commercial and defense programs. 

The company is led by CEO Michael Derman and Chief Technology Officer Luc Van Bavel, and its board includes two heavyweight aerospace veterans: former Airbus Senior Vice President Rob Dewar, who oversaw the CSeries/A220 program, and former Lockheed Martin executive Frank Cappuccio, who led the Skunk Works advanced design organization and played a central role in the F-35 program. Their presence gives EVIO credibility in a market where clean-sheet aircraft require deep program-management experience and long-term funding. 

The incident involved a Beechcraft 95-C55 Baron, registered as N95KC, and occurred on December 8, 2025. Fox Orlando reported that the plane hit a 2023 Toyota Camry. 

According to the Florida Highway Patrol, the Toyota Camry was heading south on I-95, south of King Street, in the inside lane when a “fixed wing multi-engine aircraft” suddenly struck it. 

FlightAware data shows that the aircraft, operated by Tailwinds Flying, took off from Merritt Island, Florida, at 16:31 local time on December 8, 2025, and was last tracked near the same spot at 17:40 local time after a one hour and nine-minute flight.  

Officials said that the plane, carrying two people, landed on the southbound lanes of the interstate in Cocoa near mile marker 201 around 17:45 local time. 

Video footage of the incident quickly spread on social media, clearly showing the aircraft descending onto the highway and hitting a car in the second lane. 

The pilot and passenger on the plane were unharmed, but the aircraft suffered significant damage. The car’s driver, a 57-year-old woman, was taken to the hospital with minor injuries. 

The Federal Aviation Administration (FAA) reported that the aircraft had engine problems before the crash, which likely contributed to the emergency landing, although further details about the incident have not been disclosed.  

The FAA will lead the investigation into the incident, while the Florida Highway Safety and Motor Vehicles (FHP) will handle the investigation into the vehicle crash. 

In 2024, Boeing had a remarkable year for all the wrong reasons after only 348 passenger jets were delivered to customers, including just 57 in the final quarter.

A seven-week walkout by 30,000 Boeing workers and the fallout after a door plug on an Alaska Airlines 737-8 separated from the aircraft midflight were the chief causes behind the dire delivery figures.

Overall, Boeing delivered 180 fewer commercial aircraft in 2024 than it did in 2023. Before the pandemic in 2018, the company delivered 806 jets.

While Boeing is still down on Airbus, which is expected to deliver 790 aircraft in 2025, there are positive signs that times are more positive for the US giant.

Congratulations to Greater Bay Airlines on taking delivery of its first 737-9 and becoming the first Hong Kong-based 737 MAX operator. The 737-9 will set a new benchmark for single-aisle efficiency, reliability, and comfort in the Hong Kong market. pic.twitter.com/HpJWEn44Wg

— Boeing Airplanes (@BoeingAirplanes) November 26, 2025

On December 11, 2025, Boeing confirmed that during November 2025, 44 aircraft were delivered bringing the total this year to 537.

At the same stage in 2024, Boeing had only delivered 318 aircraft equating to a 68.9% rise in 2025.

On December 9, 2025, the International Air Transport Association (IATA) Director General Willie Walsh welcomed Boeing’s delivery improvement.

“I think we are seeing a shift ‍where it’s generally recognized that Boeing’s performance has significantly improved. People have a lot ‌more confidence in Boeing delivering the commitments that they have made, and we’re seeing people having less confidence in ⁠Airbus,” said Walsh.

Among Boeing’s November 2025, deliveries were five 737 MAXs to United Airlines while American Airlines received three 737 MAXs and a single 787-9.

Boeing also confirmed that it received 164 orders, although there were also 38 cancellations including Etihad cancelling 15 777Xs.

On December 10, 2025, the first photos of the full scale Valo mock-up were released showing a much sleeker and sharper unit from the VX4, Vertical’s workhorse eVTOL prototype.

The ambition is for Valo to enter service following regulatory approval in 2028, as Vertical Aerospace’s first commercial eVTOL aircraft offering.

“With the launch of Valo, Vertical moves from prototype developer to aerospace manufacturer. Valo is the aircraft that turns electric flight into a commercial reality – clean, quiet, fast and engineered for everyday service. It marks a new dawn in transport, one that will connect people in minutes, not hours,” said Stuart Simpson, CEO of Vertical Aerospace.

Vertical Aerospace said that Valo’s more advanced design has been shaped by extensive insights from the company’s piloted test program and direct feedback from airline and operator customers.

Initially launching with four passenger seats, the aircraft’s flexible design enables expansion to six seats to increase economic efficiency.

Valo’s platform also supports emergency medical services, cargo missions, and, in the future, defense, hybrid, and autonomous variants.

Working with partners Honeywell, Syensqo and Aciturri, Vertical has introduced a more aerodynamic airframe, an under-floor battery system, redesigned wing and propeller architecture, upgraded materials, and full certifiable redundancy to meet the world’s most rigorous safety standards.

Vertical Aerospace has entered the fourth and final flight test phase for its VX4 prototype, which centers around full piloted transition flights where the aircraft moves from vertical lift to forward flight.

Vertical will now build seven certification aircraft in the UK to support final testing with the UK Civil Aviation Authority (CAA) and the European Union Aviation Safety Agency (EASA) ahead of targeted Type Certification in 2028.

“Valo sets a new standard – bigger, safer and more capable than anything in the sector. It’s a breakthrough for aviation and a clear sign of the UK’s leadership in aerospace. Valo embodies the best of Vertical – precision engineering, passenger-first design and deep collaboration with global aerospace partners – creating an aircraft with the most compelling operator economics,” said Domhnal Slattery, Chair of Vertical Aerospace.

Vertical is among several industry leading developers hoping to introduce eVTOL aircraft for commercial and defense operations.

In the US both Joby Aviation and Archer Aviation are making good progress, but Vertical Aerospace are the only company among the front runners based in the UK.

UK’s first air taxi network

On December 10, 2025, Vertical Aerospace also announced plans to launch the UK’s first eVTOL network along with Skyports and Bristow Group.

According to the developer, the network would link Canary Wharf, a UK business hub, with major transport centers such as Heathrow (LHR), Gatwick (LGW), Cambridge and Oxford.

Travel, reinvented​
Arriving tomorrow.​
​
Come see our new electric aircraft for yourself.​
​
Just turn up – no tickets required. ​
​
10 December ​
10:00–14:00 ​
The Pelligon, adjacent to Canary Wharf station ​
​#VerticalAerospace $EVTL pic.twitter.com/CCbiHiYM7q

— Vertical Aerospace (@VerticalAero) December 9, 2025

The project would combine Valo with Skyports’ London Heliport, Bicester Vertiport and future UK skyport network and Bristow’s operational expertise and UK Air Operator Certificates (AOCs).

The first network is planned to become operational in early 2029, with journeys between Canary Wharf and Heathrow cut from around an hour to just 12 minutes on Valo.

“Electric flight will transform how cities move, and London is one of the best places in the world to prove it. With Skyports and Bristow, we have the aircraft, infrastructure and operational strength to lead this market,” said Simpson.

Duncan Walker, CEO, Skyports Infrastructure added: “We’re excited to build on our long-standing relationship with Vertical. Our Skyports London Heliport and Bicester skyport, combined with our global infrastructure expertise, make us ideally positioned to support early eVTOL services in the UK. With Bristow’s operational strength, we can accelerate plans for electric air taxi routes across the region, with the plan to create a UK-wide network.”

Meanwhile, the average fleet age has risen to 15.1 years, and more than 5,000 aircraft remain in storage, highlighting the persistent gap between demand and available aircraft despite the critical shortage of new ones. 

IATA expects limited aircraft availability to cost the airline industry over $11 billion in 2025, despite increasing aircraft deliveries. 

“Higher leasing costs, reduced scheduling flexibility, delayed sustainability gains, and increased reliance on suboptimal aircraft types are the most obvious challenges,” said Willie Walsh, IATA’s Director General. “No effort should be spared to accelerate solutions before the impact becomes even more acute.” 

He added that travelers are already feeling the effects of these supply constraints, as they are facing higher costs due to the tighter demand/supply conditions. 

IATA warns of new challenges in aviation 

IATA disclosed that new challenges are emerging in the industry as a result of production bottlenecks. According to the agency, airframe production is outpacing engine production, the certification timelines for new aircraft have extended to four to five years, and labor shortages are hindering manufacturing.  

Tariffs on metals and electronics stemming from US-China trade tensions have contributed to additional delays, IATA added. 

The agency also warned that fuel efficiency improvements are slowing as the fleet ages. The agency said that the air cargo fleet’s situation may change, with fewer planes available for conversion, delays in new widebody aircraft, and older freighters nearing retirement. 

According to IATA, the gap between airline demand and aircraft production is unlikely to fully recover before 2031–2034 due to “irreversible losses on deliveries over the past five years and a record-high order backlog”. 

To help address these long-term supply challenges, the association recommended enhancing MRO independence from OEMs, increasing supply chain visibility, utilizing data for predictive maintenance, and expanding repair and parts capacity. 

In a statement released on December 8, 2025, Wisk announced that it has officially transferred its Gen 6 prototype from final assembly to the Flight Test & Operations team. 

According to Wisk, this marks the transition of the fully assembled Gen 6 aircraft from the building phase to the flight-testing phase. 

“At Wisk, we believe that dedication creates results,” the company said. “We’ve been designing, building, and testing for years, and now the next phase begins.” 

In a statement shared in October 2025, Wisk announced a partnership with Liebherr to supply the actuation system for its Gen 6 aircraft. This system will manage essential flight surfaces, including flaperons, elevators, and rudders, as well as the tilt angle of the tilting propulsion system for Wisk’s eVTOL aircraft. 

At the Paris Air Show 2025, Wisk’s CEO Sebastien Vigneron said that the aircraft had been completely assembled at Wisk’s flight test facility in Silicon Valley and that the company is “getting really close to flying”. The date of the inaugural flight has not been announced, but it is expected in late 2025 or early 2026. 

The company has selected Miami, Florida, as the official city to launch its autonomous electric air taxi services, making Miami-Dade County one of the first areas in the United States to offer advanced air mobility. Vigneron also mentioned that Wisk plans to expand its services to additional markets over time. 

Wisk Gen 6 is the newest all-electric, four-seat, self-flying electric vertical takeoff and landing (eVTOL) air taxi, created for autonomous air taxi services.  

The aircraft has 12 propellers, a range of 90 miles (145 kilometers), and plenty of room for passengers and luggage, Wisk aims to become the first autonomous passenger aircraft approved by the Federal Aviation Administration (FAA). 

On December 8, 2025, Canadian entrepreneur and longtime Bombardier customer Patrick Dovigi took ownership of his brand-new private jet at special event at the Aircraft Assembly Centre in Mississauga, Ontario.

With a top speed of Mach 0.95 the Bombardier Global 8000 is the fastest business jet operating, overtaking the Gulfstream G700 and Cessna Citation X+ which have top speeds of Mach 0.935.

Significantly, the Global 8000 is the fastest non-military aircraft since Concorde, which could travel at Mach 2.04 and was retired in 2003.

“Pride and excitement only begin to describe what the entry-into-service of the Global 8000 means for all 18,000 of us at Bombardier,” said Éric Martel, President and CEO, Bombardier. “Every innovation and every detail of the Global 8000 reflects the hard work, creativity and dedication of our teams. This revolutionary aircraft is redefining the business aviation landscape with its innovative design, signature smooth ride, unmatched performance and a promise fulfilled to our customers.”

It was a pleasure to visit Bombardier in Mississauga and celebrate the launch of the new Global 8000, the fastest civilian aircraft since the Concorde!

This incredible aircraft is going to be built right here in Ontario by Ontario workers, demonstrating the world-class workforce… pic.twitter.com/0isYUuqMyl

— Doug Ford (@fordnation) December 8, 2025

In November 2025, the Global 8000 gained Type Certification from Transport Canada. Certification by the Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) is pending.

“This is truly an historic moment for Bombardier, our suppliers and the thousands of dedicated professionals who have brought a no-compromise attitude to this project every single day. Their commitment and dedication underscores everything we do at Bombardier – pushing the boundaries of what’s possible,” said Stephen McCullough, Senior Vice President, Engineering and Product Development, Bombardier.

A new edition of GE Aerospace’s Passport engine, designed to power the Bombardier Global 8000, was certified by the FAA and Transport Canada in August 2025.

While in May 2025, the first production Bombardier Global 8000 private jet successfully completed its first flight.

In 2023, Bombardier’s Global 8000 Flight Test Vehicle (FTV) became the first business jet to break the sound barrier during testing, and in 2022 the new aircraft was introduced to the world at EBACE in Geneva.

What will happen to the first Global 8000?

On December 8, 2025, private jet operator Chartright Air Group confirmed it would take operational custody of the first Bombardier Global 8000.

With the delivery of the Global 8000, Chartright now becomes the first operator in the world to welcome Bombardier’s newest flagship jet.

“Managing this best-in-class aircraft on behalf of our client reflects the depth of our trusted operational expertise and the strength of our longstanding relationship with Bombardier,” said Chartright’s Chief Operating Officer, Ben Boehm. “As the first to introduce the Global 7500 in Canada, we are proud to carry that legacy forward with the Global 8000. This milestone represents a significant achievement for our Chartright team and an important moment for both our company and the Canadian aerospace industry.”

The CBJ is a new VIP derivative of Comac’s 90-seat ARJ21-700 regional jet, which the manufacturer has rebranded as the C909 as part of a broader marketing push. China’s Civil Aviation Administration (CAAC) validated the type in 2021, but none of Comac’s jets has certification from EASA or the FAA, effectively limiting operations to China and a small group of partner states for now.  

In business jet guise, the CBJ targets typical layouts of 12 to 19 passenger seats, with a high-density cabin option for up to 29 seats. The aircraft uses a pair of GE CF34-10A engines and offers about 2,700 nautical miles of range with eight passengers at around 520 knots, with a ceiling of 39,000 feet. Performance figures put it well short of ultra-long-range competitors such as Gulfstream’s G800 or Bombardier’s Global 8000, which advertise ranges close to 8,000 nm, but the CBJ occupies a similar large-cabin size.  
 
Comac has designed five standard VIP layouts that trade off lounge space, meeting areas and seat count. All include a dedicated VIP suite with a double bed and private lavatory, lie-flat first-class seats in a reception zone, and a meeting/dining area around an eight-seat table. The company quotes cabin noise levels as low as 55 dB in the suite, with less than 65 dB elsewhere, and the jet offers high-speed broadband via phased-array satellite equipment, Comac said. 

The recent YouTube walkthrough leans heavily into that hardware. Viewers are taken through a sequence of lounge areas, the bedroom suite and galley, with close-ups of materials, lighting, and cabin monuments that echo Western completions more than traditional “airliner-VIP” conversions. The video also highlights practical touches such as fold-out air stairs and integrated connectivity, signaling that Comac wants the CBJ to be seen as a purpose-designed business jet rather than simply a stripped-down regional jet with an upgraded interior. 

Price is one of Comac’s strongest talking points. Industry reports and recent ARJ21/C909 sales suggest a basic list price of around $38 million per airframe, depending on interior finish. By comparison, published list or equipped prices for a Gulfstream G800 and Bombardier Global 8000 cluster in the low- to high-$70 million range. On paper, that makes the CBJ roughly half the price of the Western ultra-long-range flagships it mimics visually, albeit with about one-third of the range. 

Despite “Made in China” branding, the aircraft carries substantial Western content. The CBJ uses US-produced engines and lists suppliers such as Rockwell Collins (avionics), Liebherr (air systems and landing gear), Parker, Hamilton Sundstrand, Eaton, Kidde and Goodrich for major systems and structures.  

Still unclear is the potential size of the market for the CBJ. China’s private jet fleet has actually shrunk in recent years; data show the number of business jets based in mainland China, Hong Kong, and Macau has fallen by about a third from a 2017 peak, as a weaker economy and anti-corruption drives reduced demand for high-profile corporate aircraft. Beijing’s “common prosperity” push and ongoing crackdowns on ostentatious wealth have also cooled enthusiasm for highly visible status symbols such as large private jets.  

That suggests the initial market for the CBJ may not be China’s tycoons, but state-linked buyers and corporations that can frame the aircraft as a practical transport tool rather than a luxury toy. Potential customers include large state-owned enterprises, regional governments, and charter/airline operators that already fly the C909 in passenger service and want a VIP variant for senior delegations. Comac has delivered more than 170 ARJ21/C909s to Chinese and Southeast Asian airlines, giving it a base of operators and maintenance providers that could support CBJ deployments.  

Outside China, the aircraft may appeal to governments and charter operators in friendly states that face sanctions risk, financing hurdles, or certification delays when sourcing Western business jets. Russia, parts of the Middle East, and some partner countries are likely targets. But without FAA or EASA certification, the CBJ will remain a tough sell for US and European corporate flight departments. 

In two separate statements issued on December 8, 2025, the manufacturers confirmed the acquisition of key Spirit AeroSystems assets and their integration into their respective businesses. 

Boeing brings Spirit’s core commercial work back in-house 

Boeing confirmed that the acquisition includes all of Spirit’s Boeing-related commercial operations, including fuselages for the 737 program and major structures for the 767, 777, and 787 Dreamliner. It also covers commercially procured fuselages for the P-8 and KC-46 military platforms. 

This deal also brings Boeing’s largest spare-parts supplier in-house, broadening Boeing’s global maintenance, repair, and overhaul (MRO) services, and enhancing the manufacturer’s rotable, lease, and exchange portfolio through Spirit’s aftermarket businesses. 

Under the new structure, Spirit AeroSystems’ commercial and aftermarket operations in the US, plus Spirit’s Aerospace Innovation Center in Prestwick, Scotland, will begin integrating into Boeing. In total, about 15,000 employees from these locations join the company. 

“This is a pivotal moment in Boeing’s history and future success as we begin to integrate Spirit AeroSystems’ commercial and aftermarket operations and establish Spirit Defense,” said Boeing CEO Kelly Ortberg. “Our focus is on maintaining stability so we can continue delivering high-quality airplanes.” 

Boeing has also taken over parts of Spirit’s operations in Belfast, Northern Ireland. The Belfast facility will now function as an independent subsidiary under the name ‘Short Brothers’. 

Airbus absorbs Spirit sites across four countries 

In a separate statement released the same day, Airbus announced that it has completed its acquisition of key Spirit AeroSystems industrial assets, taking over sites in the US, France, Morocco, and the United Kingdom. It will also receive $439 million in compensation.

The move brings over 4,000 employees into Airbus and adds production of fuselage sections, wings, and other components for the A220, A320, and A350 programs. 

“This milestone marks a special moment for all of us at Airbus. We are proud to welcome over 4,000 new colleagues, with whom we will embark on a new chapter in our industrial operations,” said Florent Massou, Executive Vice President Operations for Airbus’ Commercial Aircraft business. 

The end of Spirit as a standalone aerostructures supplier 

For Spirit AeroSystems, the transactions mark the effective end of the company as an independent, multi-OEM aerostructures supplier. Once spun out of Boeing in 2005 to serve a diversified customer base, Spirit is now being broken up largely along customer lines, with aircraft programs reverting to their original OEMs.  

Years of operational strain, mounting quality issues, and financial pressure, amplified by production disruptions at Boeing, gradually eroded the logic of maintaining Spirit at arm’s length. The split reinforces a return to vertical integration, with Boeing and Airbus concluding that critical structures such as fuselages and wings are too central to aircraft certification, delivery schedules, and quality control to be left outside direct oversight. 

On December 5, 2025, ANA confirmed there would be three days of special flights (schedule below) on the C-3PO-themed 777, giving fans the chance to say their final goodbyes to the aircraft that first adorned the Star Wars livery in 2017.

The Japanese airline said that its C-3PO ANA JET, “which has been cherished by many passengers over the years”, will end its service on January 9, 2026, after concluding the three-day finale.

On January 7, 2026, the first flight of the day will be from Tokyo Haneda Airport (HND) to Osaka Itami Airport (ITM) while the final flight will be on January 9, 2026, from Fukuoka Airport (FUK) to Haneda.

Over the entire three days there will be 18 flights covering several airports across Japan, giving as many passengers as possible the chance to fly the C-3PO-themed 777 for the final time.

Earlier this year, ANA announced that its popular R2-D2 robot, which is painted on the fuselage of a Boeing 787-9 aircraft, will fly for the last time on August 6, 2025.

Officially, the ANA Star Wars Project will draw its history to a close on March 31, 2026, but with the final jet linked to the franchise being withdrawn in January 2026, for many this will very much signal the end.

The collaboration between ANA and Star Wars began in 2015, and the carrier has since painted several of its aircraft with themes from the movies.

An ANA Boeing 777-300ER featuring the BB-8 theme was introduced in 2016 and retired in 2022 while a Boeing 767-300ER had R2-D2 on one side and BB-8 on the other from 2015 to 2019.

Other airlines such as United, LATAM Airlines and Alaska Airlines have also introduced Star Wars liveries over the years.

ANA Star Wars Project final event

ANA also announced plans for a Star Wars Project final event on January 10, 2026, to “express our heartfelt gratitude to the fans who have supported the project”.

The C-3PO ANA JET’s mission is coming to an end. We are truly grateful for the joy and excitement brought by the C-3PO ANA JET.

The final flights will be on January 7th, 8th, and 9th, with an event on January 10, 2026. Learn more: https://t.co/SGsw5JBQih pic.twitter.com/bqrDIEI12f

— All Nippon Airways (@FlyANA_official) December 5, 2025

An ANA hangar will become a special showcase where attendees will be able to view the C-3PO ANA JET close up. There will also be an exhibition of the R2-D2 ANA jet and BB-8 jet model planes.

ANA Mileage Club members are being invited to enter a free raffle to be in with a chance to attend the event. There will be 40 pairs (80 guests) of tickets available.

You can find more details to enter on the ANA website.

C-3P ANA JET flight schedule :

The event also provided AeroTime with the chance to speak with Daniel Moczydlower, President and CEO of Embraer-X, the innovation division of the Brazilian aircraft manufacturer to better understand its role within the group. 

Embraer-X enjoys, in fact, a significant degree of autonomy within Embraer. It hands directly from the group’s parent company structure and is not part of any of the group’s four main units (Commercial Aircraft, Executive Aviation, Defense and Services), although its projects constantly seek to leverage synergies with all of them.  

On this point, Moczydlower commended the group’s comprehensive performance, observing that in 2024 all four business units achieved exceptional results simultaneously.  

The commercial division secured substantial orders for the E2 family, the executive jets division outpaced market growth, and the defense segment made significant inroads into international markets, in great part driven by the success of aircraft such as the C-390 multi-role transport. Demand for the services division also expanded, in tune with the growth of the other business units. 

Moczydlower explained how Embraer-X aims to be not too close to the parent company, in order to be able to develop new ideas out of the box and remain agile without the constraints which are typical in large organizations. At the same time, Embraer-X is never too far away from the group’s other units, so that the most promising ideas can benefit from their resources. 

The separation between Embraer-X and the rest of the group is, to a large degree, also physical.  

Embraer-X is not headquartered in Brazil or in Florida, the US state where Embraer has a very significant footprint, but in San Francisco. The Bay Area location allows Embraer-X to be closer to the world’s prime focus of innovation and it is complemented by other centers in Boston, a city known as well for its top-rate universities and research centers, and in The Netherlands, to be close to the European innovation scene.  

The best known and most high-profile project to have so far come out of the Embraer-X foundry is EVE Air Mobility, an eVTOL developer, which was spun off and listed in the New York Stock Exchange in 2022, with Embraer remaining to this date its largest shareholder. 

The eVTOL market still presents quite a few incognita in, both, the commercial and operational fronts, with a number of major OEMs such as Airbus and Hyundai, having paused their respective advanced air mobility programs in 2025. EVE, however, and despite some delays in its development schedule, remains committed to launching its eVTOL flight testing program in 2026. 

While Moczydlower expressed his pride in the key role Embraer-X played in the launch of EVE Air Mobility, he remarked this is now an independent business which is no longer under his umbrella. Embraer-X, however, keeps funneling a stream of new ideas into the group’s core divisions.  

Embraer-X is currently focusing its efforts on six main fields of research. 

The first one of these to be enumerated by Moczydlower is sustainability, with “Energia” as its flagship project. Energia is a family aircraft concepts, unveiled in 2021, which would be powered by novel propulsion technologies, ranging from fully electric to hydrogen fuel cell to hybrid, as its flagship project.  

Embraer-X is also active in five other areas: autonomous systems, advanced manufacturing, passenger experience, aviation-applied artificial intelligence (AI) and airframe competitiveness, which is basically research related to enhanced aerodynamics. 

Some of the work done in these areas is only disclosed ex-post or when it is at a considerable stage of development. For example, earlier in 2025, Embraer revealed a research program called New Technologies Demonstrator Platform (NTDP) through which it had been testing a new composites wing.  

Other projects, such as those relating to additive manufacturing, avionics or air traffic management systems, may not be as eye-catching as the EVE eVTOL or the Energia family, but play an important role in sustainaing Embraer’s technological edge.

In this regard, it is worth highlighting that despite being much smaller than the two dominant commercial aircraft manufacturers, the Brazilian manufacturer is often praised by industry insiders, on account of its technical expertise and track record in delivering competitive products to the market. 

A passionate of the Star Wars movie series, Moczydlower likes to quote the Yoda, one of the saga’s key characters when describing his role atop Embraer-X.  

“You must unlearn part of what you have learned and let go of some of your beliefs to be able to move forward!” he told the audience at the Future Aero Festival. 

On December 3, 2025, Airbus announced that its annual target of “around 820” deliveries had been cut to 790, citing a “recent supplier quality issue on fuselage panels impacting its A320 Family delivery flow”.

With the European manufacturer confirming on December 5, 2025, that 72 aircraft were delivered in November 2025, the grand total for the year now stands at 657 – requiring 133 more deliveries to hit the yearly goal.

In December 2019, Airbus handed over 138 commercial aircraft to its customers, its highest monthly total ever. In December 2024, the company delivered 123 planes.

Airbus’ recently revised target would still outperform previous years, with 766 commercial aircraft delivered in 2024 and 735 in 2023. However, the figures remain a far cry from the pre-pandemic era, with Airbus delivering 863 aircraft in 2019.

The December 2025 discovery of a fuselage panel flaw requiring inspections on hundreds of jets, including over 240 in the Airbus assembly line, effectively ended any hopes of reaching 820 deliveries.

However, it remains questionable whether Airbus would have reached the 2025 target after ending October 2025 on only 585 deliveries.

Orders in November 2025

The latest delivery and order stats from Airbus indicate that it received 75 gross orders in November 2025.

An undisclosed customer purchased eight Airbus A350-1000s and two A320neos, while another mystery buyer ordered 13 Airbus A320neo and seven A321neos.

There were also orders from IndiGo, Etihad Airways, Air China Cargo and Silk Way West Airlines. Not all orders from last month’s Dubai Airshow were logged.

In the November 2025 report, published by Frontier Economics, the findings suggest that Vertical Aerospace is set to drive $4 billion (£3 billion) a year in UK economic value by 2035.

The study claims that over the next decade Vertical Aerospace has the potential to create more than 2,000 jobs and generate nearly $12 billion (£9 billion) in annual revenue.

If Frontier Economics’ figures are realized, then Vertical Aerospace would be front and center of a major new industrial opportunity for the UK with around 90% of its income being generated from exports.

The report noted that Vertical Aerospace is already generating high value jobs, attracting foreign investment and strengthening supply chains across the South West and wider UK.

“Vertical Aerospace’s trajectory illustrates how an innovative business can act as a catalyst for economic growth, industrial capability and technological leadership. Vertical’s operations are well-aligned to help the government advance its Industrial Strategy and Advanced Manufacturing Sector Plan and support its defense ambitions too through dual use of aircraft for military and civilian purposes,” said Andrew Leicester, Executive Director at Frontier Economics.

He added: “Our independent analysis found that Vertical is a critical anchor in the fast-growing eVTOL sector, and a significant contributor to the UK’s advanced manufacturing future, particularly in the West of England.”

On November 13, 2025, Vertical Aerospace announced it had entered the fourth and final flight test phase of its eVTOL prototype aircraft, having received a ‘Permit to Fly’ from the UK Civil Aviation Authority (CAA).

Vertical Aerospace completed prototype flight test phases 1, 2 and 3 earlier in the year, which included flying in open air space for the first time.

The developer is now looking for its first assembly and battery manufacturing sites, which may or may not be in the UK, with a decision on the location expected in the next six months.

“Frontier’s analysis confirms the UK is on the cusp of an exciting new industrial opportunity, with Vertical positioned to become a world-leading, multi-billion-pound advanced manufacturing business. We have a significant few months ahead as we work to make this vision a reality – starting with our most advanced stage of testing yet,” said Stuart Simpson, CEO of Vertical Aerospace.

He added: “This report makes it clearer than ever what the opportunity is for Vertical and the UK – now is the time to deliver it.”

You can review the whole report on the Frontier Economics website.

In a statement on December 3, 2025, the FTC said Boeing must divest Spirit operations that provide aerostructures to Airbus and Composites Technology Research Malaysia (CTRM), a manufacturer of composite aerostructures, including all essential assets and personnel. 

Under the proposed consent order, the FTC will require Boeing to offer transitional support to these manufacturers to help them in manufacturing various products.  

As part of the divestiture order, Boeing must sell Spirit’s aerostructures business in Subang, Malaysia, which currently supplies parts to both Boeing and Airbus, to CTRM. 

The order also requires Boeing and Spirit to keep supplying aerostructures and related services to other contractors for military aircraft programs. According to the FTC, Spirit is required to maintain its current contracts and remain available as a supplier for future competitors. 

Boeing’s merger at risk due to competition concerns 

The FTC argued that without these regulations, Boeing could restrict or limit competitors’ access to Spirit’s aerostructures, which would harm competition in the large commercial and military aircraft sectors. 

“FTC’s action protects aircraft manufacturing competition to ensure that Americans across the country can continue to access high-quality aircraft to reach their next destination,” said David J. Shaw, Principal Deputy Director of the FTC’s Bureau of Competition. 

Additionally, the FTC said the divestments would address concerns that Boeing’s acquisition of Spirit might allow the US aircraft manufacturer to increase costs or limit Airbus’ access to necessary materials for aircraft. 

Boeing’s planned acquisition of Spirit AeroSystems goes back to July 2024, when the US aircraft manufacturer agreed to reacquire its previous parts supplier in an all-stock transaction valued at approximately $4.7 billion – or about $8.3 billion when debt is included. 

Spirit is among the largest producers of fuselages, wings, and significant aerostructures globally, providing around 70% of the structure for Boeing’s 737 series and supplying key components for Airbus aircraft as well. 

By reintegrating Spirit, Boeing intends to bring a significant portion of its manufacturing back in-house, but the recent FTC ruling could complicate the merger process, which Boeing had hoped to finalize by the end of 2025. 

According to reporting by The Times of India, Air India’s internal audit ultimately confirmed that VT-EHH did belong to the airline, despite being absent from fixed-asset registers and other internal documentation. The confusion appears to have stemmed from administrative lapses dating back to mergers involving Indian Airlines and Air India, as well as the aircraft’s former use as a freighter for India Post. 

Kolkata Airport continued to levy standard parking fees throughout the 13-year period the aircraft remained idle. After confirming ownership, Air India arranged for the jet’s removal and paid the parking fee. The aircraft was lifted onto a transport vehicle and moved by road to Kempegowda International Airport in Bengaluru, India, where it will serve as a non-flying training platform for aviation maintenance technicians. 

The 43-year-old jet, delivered in 1982, had an unusually long and varied career. It flew for Indian Airlines, later operated for Alliance Air on lease starting in 1998, returned for cargo operations in 2007, and was last used by India Post before being decommissioned in 2012. As noted by The Times of India, it was also the only retired Air India aircraft among a recent group of 10 that still had its Pratt & Whitney JT8D engines attached at the time of disposal. 

Airport officials told Indian media outlets the removal of VT-EHH marks the 14th abandoned aircraft cleared from Kolkata Airport in the past five years. 

This flight took place just one month after the airline celebrated five years of continuous Antarctic operations, Hi Fly announced in a statement on December 2, 2025. 

“Landing in Antarctica is never routine, every flight demands careful planning, exacting precision, and respect for the environment,” said Captain Mirpuri. “Introducing the A330 to this remote runway highlights our commitment to innovation, operational excellence, and the ongoing evolution of polar aviation.” 

Hi Fly’s Airbus A330-302, with the registration 9H-HFI and powered by General Electric engines, landed safely on the blue-ice runway at Wolf’s Fang Runway, Antarctica, on December 1, 2025, at 23:59 local time. 

The flight was piloted by Captain Carlos Mirpuri, Vice-Chairman of Hi Fly, who flew from Cape Town, South Africa, to a remote airfield in Antarctica as part of the airline’s ongoing partnership with White Desert for the 2025/2026 season. 

The A330 has the same fuselage as Hi Fly’s A340 but operates with two engines instead of four, providing similar performance while being more cost-effective and environmentally friendly. 

According to the airline, twin-engine operations at Wolf’s Fang runway are now possible due to additional ground support equipment that was unavailable when Hi Fly started its Antarctic flights. Additionally, the aircraft performs well in extreme polar conditions. 

This achievement follows Hi Fly’s landmark 2021 achievement, when it became the first airline to land an Airbus A340 in Antarctica. 

In a statement released on November 3, 2025, the ministry confirmed that the search for the missing wreckage will resume on December 30, 2025, with Ocean Infinity, the company leading the operation, conducting search efforts for a total of 55 days. 

The search will take place in a specific area identified as having “the highest probability of locating the aircraft”, but the exact details of the locations have not been officially revealed. 

“The latest development underscores the government of Malaysia’s commitment in providing closure to the families affected by this tragedy,” the ministry said. 

MH370 search efforts over the years 

The search for the missing Malaysia Airlines flight MH370 has been ongoing for years and is considered one of the biggest searches in aviation history. On March 25, 2025, the Malaysian government renewed its agreement with Ocean Infinity to continue the mission. 

The company had previously conducted two searches for the missing aircraft: an initial three-month operation in 2018 and a second attempt in March 2025, which was stopped in April 2025 due to bad weather conditions. 

As the company resumes its search, the agreement remains under a ‘no find, no fee’ contract, meaning that Ocean Infinity will receive $70 million if it successfully finds the aircraft wreckage within a 15,000 square kilometer area of the southern Indian Ocean. 

11 years ago, on March 8, 2014, Malaysia Airlines flight MH370, vanished with 239 people onboard. The flight, operated by a Boeing 777-200ER, disappeared from air traffic control radars less than an hour into its six-hour flight from Kuala Lumpur to Beijing. It is believed that all passengers and crew members lost their lives.  

Over the years, large areas of the Indian Ocean have been searched, yet the wreckage has never been found.  

The exact reason for the disappearance has never been determined and continues to be one of the biggest mysteries in aviation history, with theories ranging from mechanical failure to a hijacking attempt, or a deliberate intervention by those in the cockpit.  

On December 3, 2025, the US-based eVTOL aircraft developer said the new network would connect Miami, West Palm Beach, Boca Raton and Fort Lauderdale.  

The network is also intended to offer travel options between the region’s three major international airports: Miami International Airport (MIA), Fort Lauderdale–Hollywood International Airport (FLL), and Palm Beach International Airport (PBI).  

Archer is collaborating with Related Ross to develop a vertiport within its West Palm Beach downtown development and with Dragon Global’s Magic City Innovation District to develop another.  

Helipads at both the Hard Rock Stadium and Apogee Golf Club will also be reconfigured to allow eVTOL aircraft operations.  

Our planned Miami air taxi network aims to connect South Florida's major cities, including Miami, West Palm Beach, Boca Raton, and Fort Lauderdale, with safe, low-noise electric air taxi flights, dramatically reducing travel times compared to traditional ground transportation.… pic.twitter.com/Q9WJOHdcCn

— Archer (@flyarcher) December 3, 2025

Hard Rock Stadium is home to the Miami Dolphins, the University of Miami Hurricanes, the Formula 1 Miami Grand Prix, the Miami Open and many other major global events. 

 “Our partnership with Archer marks a pivotal step in expanding South Florida’s regional connectivity through cutting-edge technology. We are integrating Archer’s electric vertical takeoff and landing aircraft into our flagship locations across South Florida, including the Hard Rock Stadium in Miami, Related Ross developments in West Palm Beach, and Apogee Club in Hobe Sound,” said Stephen Ross, CEO and Chairman of Related Ross and Owner of the Miami Dolphins. 

He added: “We’re excited to embrace a forward-thinking vision that transforms how people and businesses move across the region.” 

Archer’s eVTOL aircraft ‘Midnight’ is designed to carry four passengers and a pilot. According to Archer, Midnight has the potential to replace 60-90-minute commutes by car with 10-20-minute electric air taxi flights. 

Archer signs with Karem to utilize military-grade rotor tech 

Additionally, on December 2, 2025, Archer announced it had signed an agreement with Karem Aircraft, to gain access to the key aspects of the manufacturer’s advanced, military-grade rotor and tiltrotor technologies. 

With exclusive access to Karem’s validated tiltrotor technology, Archer plans to integrate the tech into its hybrid-propulsion vertical take-off and landing (VTOL) aircraft. 

Archer is collaborating with the defense firm Anduril to develop an autonomous, hybrid propulsion, VTOL aircraft that can help modernize the US and its allies’ vertical lift capabilities. 

Along with Karem’s expertise, Archer also recently acquired intellectual property portfolios from Overair and Lilium. 

“These combined assets are expected to enable an aircraft with the speed, range, payload, and low-thermal and acoustic signatures necessary for missions across contested airspace,” said a spokesperson for Archer Aviation.  

Commenting on the latest development, Archer Aviation CEO Adam Goldstein said: “As we build the next generation of dual-use vertical lift aircraft, partnering with the pioneers who have shaped modern rotorcraft is essential. Karem’s military-grade rotor systems are among the most advanced Army-validated technologies in the world. Integrating them into our next-gen hybrid VTOL platform positions Archer to move faster and deliver capabilities that legacy systems simply can’t match.” 

During a presentation at the UBS Global Industrials & Transportation Conference on December 2, 2025, Malave stated that the 737-production ramp is on track. 

“It takes a few months to take the production cadence and move that into output,” Malave said during the conference. “November 2025 here is going to probably be a little bit light on deliveries, but our production rollouts are pretty much exactly where we expected.” 

Malave said that a minimum six-month gap between rate changes is applicable once the production system is stable. 

“As the production system stabilizes at the current rate, the team starts thinking about how they’re going to break to the next rate and start positioning for that next rate break,” the CFO explained. 

Boeing’s production increase follows recent regulatory approval. In October 2025, the Federal Aviation Administration (FAA) removed the limit restricting 737 MAX production to 38 aircraft monthly, enabling the company to gradually raise output to 42 jets per month. 

Malave indicated that the company expects the current production rate to start resulting in higher output in the first quarter of 2026. 

Boeing’s 2026 deliveries outlook 

Looking forward to 2026, Malave mentioned that delivery volumes are likely to increase, although some of those aircraft will be sourced from existing inventory instead of new production. 

Boeing predicts more deliveries next year for both the 737 and 787, with Malave pointing out that around 50 of this year’s 737 deliveries were taken from inventory.  

“When you now fast forward to 2026, we’re going to be increasing our deliveries, but there won’t be hardly any aircraft, if any at all, that will be coming out of inventory,” he said. 

However, Malave noted that 737-10 deliveries in 2026 may lag production due to expected certification later in the year, but overall deliveries of the 737 and 787 are still expected to rise despite a decrease in aircraft from inventory. 

Malave concluded that the expected rise in deliveries will support Boeing’s overall financial recovery as the company works to stabilize its 737 MAX and 787 production programs after several bumpy years marked by delays and regulatory scrutiny. 

The program blends a manufacturer-run trade-in process with Cirrus’ broker network to eliminate the usual downtime and logistical hassles of upgrading aircraft.

The Duluth, Minnesota-based manufacturer describes Cirrus Next as a structured way to remove the logistical issues of having to own two airplanes at once or go without one during the upgrade process. The program is available for late-model SR-series aircraft and all generations of the Vision Jet.

According to Cirrus, every aircraft accepted into the program will undergo a factory evaluation process, including documentation review and inspection. The goal is to offer a predictable, turnkey experience whether an owner is trading in directly or using a “transition aircraft” supplied through the program so they can continue flying without interruption.

“Cirrus Next eases the new aircraft upgrade process for SR Series and Vision Jet owners,” said Cirrus CEO Zean Nielsen. “We are dedicated to simplifying aircraft ownership, and with Cirrus Next, we aim to complement new aircraft sales purchases and our network of brokers by removing barriers, uncertainty, and downtime oftentimes associated with the transition.”

Cirrus said it will coordinate timing so owners never have a gap in access to an aircraft — a core selling point for piston and jet owners who depend on their airplanes for business or personal travel. The company emphasized that the program is intended to work alongside its authorized pre-owned broker network rather than replace it.

The Cirrus new aircraft product line spans the naturally aspirated SR20 and SR22, the turbocharged SR22T, and the Vision Jet. 

The launch of Cirrus Next comes as the company continues to reinforce its position in personal aviation. The SR-series remains the best-selling piston aircraft line, while the Vision Jet is the only single-engine personal jet on the market. Cirrus’ global fleet has accumulated more than 19 million flight hours, and the Cirrus Airframe Parachute System (CAPS) has been deployed more than 280 times in real-world emergencies, Cirrus said.
 
 
 

The new restriction applies to aircraft powered by PW1100G engines and limits takeoffs during freezing fog when the visibility drops below 150 meters. Airbus said it has updated the ground-engine operating procedure for icing conditions, a change intended to reduce the risk of performance degradation during the most severe winter weather. 

The situation first gained attention after Air Astana, the flag carrier of Kazakhstan, experienced weather-related delays at Almaty Airport on November 15, 2025. The airline told passengers that departures on its Airbus Neo aircraft would be affected due to freezing fog. In a statement to news outlet aeroTelegraph, Air Astana said that under freezing fog and sub-zero temperatures, heavy engine icing can impair performance, and noted that the issue affects only the Pratt & Whitney geared turbofan engines installed on A320neo-family aircraft. 

Air Astana confirmed the restriction applies to its A320neo, A321neo, and A321LR aircraft. According to publicly available fleet data cited by aeroTelegraph, the airline operates 11 A320neos, four A321neos, and 13 A321LRs. Its low-cost subsidiary Fly Arystan also has 13 inactive A320neos powered by Pratt & Whitney engines, though those aircraft have been grounded for other issues including powdered-metal contamination and engine-shop bottlenecks. 

An Airbus spokesperson told news outlets the company has issued instructions covering revised engine-operation procedures on the ground in icing conditions and confirmed that the update leads to takeoff restrictions in freezing fog. Pratt & Whitney also confirmed that Airbus has imposed the limitation for A320neo-family aircraft equipped with GTF engines, describing it as a temporary restriction until a permanent solution is available. The engine maker said it does not expect a major impact on winter operations for most carriers. 

A320neo-family jets equipped with CFM International LEAP-1A engines are not affected. 

While Air Astana has publicly highlighted the challenge due to its winter climate, several other airlines in cold-weather regions operate A320neo-family aircraft with Pratt & Whitney engines, including Finnair, SAS, and Lufthansa. These carriers could also face weather-related complexity during periods of freezing fog and low visibility. 

Airbus said it remains in close contact with its airline customers as Pratt & Whitney continues working on a longer-term fix. No timeline has been provided for a permanent solution. 

In a statement released on December 1, 2025, the company announced that the first aircraft was delivered on November 21, 2025. The second and third deliveries are planned for Q2 and Q4 of 2026, respectively. 

The aircraft will be managed under a Crew Maintenance and Insurance (CMI) agreement by Air Atlanta Icelandic, operating under the Hungary Air brand, making them the first to use this aircraft type between the Asia-Pacific and EMEA (Europe, Middle East, and Africa) regions. 

“With 25% more capacity than today’s smaller twin-engine long-haul freighters, Boeing 777-300ERSF offers significant cost efficiencies, superior range and outstanding operational commonality,” said Rich Greener, the Head of AerCap Cargo. “I would like to thank the entire Fly Meta, Hungary Air and Air Atlanta teams for their trust in AerCap Cargo and for their partnership.” 

The Boeing 777-300ERSF, referred to as “The Big Twin”, is the inaugural passenger-to-freighter conversion program for the Boeing 777-300ER. Boeing claims that the 777-300ER is “the most reliable twin aisle flying today.” It has the highest schedule reliability of any twin aisle plane at 99.5%. 

The 777-300ER can carry 396 passengers in a typical two-class configuration and has a range of up to 7,370 nautical miles (13,650 kilometers), allowing for long-haul flights like New York–Hong Kong, Singapore–London, or Sydney–Los Angeles. 

The aircraft received certification from the Federal Aviation Administration (FAA) and CAA International (CAAi) on August 31, 2025, and began service in mid-September. 

In September 2025, Kalitta Air became the first carrier to receive the first two Boeing 777-300ERSF aircraft from AerCap. The airline began using both converted aircraft for revenue service in October 2025. 

The suspected production flaw, disclosed to Reuters by people familiar with the issue, has begun to delay some near-term deliveries, though there is currently no indication the problem has reached aircraft already in service.

The exact origin and scope of the flaw remain under review. One source said the issue concerns manufacturing tolerances detected during production checks, prompting additional inspections across a batch of A320neo-family airframes.

Airbus has not yet commented on the matter. AeroTime has requested further information.

Record-setting December needed to hit yearly target

The development comes at a sensitive moment for Airbus and follows another recent technical setback for the A320 program. On November 28, 2025, airlines were ordered to apply precautionary software updates to the type’s elevator aileron computers after Airbus and EASA flagged a vulnerability that required immediate attention. Most of the global fleet returned to service within days, and the recall effort is now nearing completion, according to Airbus.

The new discovery adds fresh operational pressure at a time when the planemaker is racing to meet an ambitious annual delivery target. Airbus handed over 72 aircraft in November, bringing the 2025 total to 657. To achieve its full-year goal of around 820 deliveries, the company would need a record December performance of more than 160 aircraft. The current December record stands at 138 aircraft, set in 2019.

In a statement released on December 1, 2025, the European aircraft manufacturer issued an update regarding the deployment of the precautionary software and system updates for the affected A320 family flight-control computers. 

For many airlines, the fixes were quickly implemented since the directive required action before the next passenger flight. 

Airbus said that by December 1, 2025, most of the approximate 6,000 A320 family jets that were potentially impacted have now received the necessary updates and are back in service. 

The planemaker said it is currently collaborating with its airline partners to assist in modifying the fewer than 100 remaining aircraft in order to ensure they can return to service as well. 

“I want to sincerely apologize to our airline customers and passengers who are impacted now. But we consider that nothing is more important than safety when people fly on one of our Airbus aircraft – like millions do every day,” Guillaume Faury, the CEO of Airbus, announced in a statement on LinkedIn. 

The required fixes on some A320 aircraft led to operational difficulties and passenger delays during the last weekend of November 2025, affecting the operations of several airlines, including smaller and mid-sized ones. 

However, most of these airlines have finished the updates on their A320 aircraft and have returned their fleets to regular service.  

As of December 1, 2025, airlines like American Airlines, JetBlue Airways, Lufthansa, Delta, Air France, Jetstar, Qatar Airways, Air India, IndiGo, and others have successfully completed the necessary fixes. 

On November 27, 2025, a 20-year service contract was approved with the Swiss aerospace manufacturer to provide training services for the PC-7 MKX.  The deliveries of the aircraft are scheduled to begin in 2027. 

“We are proud to welcome Belgian Defense as a new Pilatus customer and the third European air force to select the PC-7 MKX,” said Markus Bucher, CEO of Pilatus. “This milestone reinforces the trust placed in our training systems and highlights our commitment to supporting air forces globally with state-of-the-art solutions.”  

In a statement, Pilatus confirmed that the training solution includes not only 18 aircraft but also training tools, creating a fully integrated system. 

The manufacturer said it will provide simulators, computer-based training platforms, and mission planning and debriefing systems as part of the complete PC-7 MKX training system. 

Training for Belgian Air Force pilots is set to start in 2028, after the infrastructure and flight simulators have been delivered and instructors are trained on the new pilot training system. 

With the planned introduction of the PC-7 MKX for basic training, Belgium will join the Royal Netherlands Air and Space Force and the French Air and Space Force, both of which chose the PC-7 MKX Training System in late 2024. 

In addition to the integrated training system, Pilatus has said that – along with its Belgian partners Sabena Engineering and AG Real Estate – it will provide new and upgraded facilities at Beauvechain Air Base. 

Pilatus introduced the PC-7 MKX at the Dubai Airshow in November 2021.  

This new trainer features an upgraded cockpit equipped with three high-definition displays. It also comes with Martin-Baker Mk11A ejection seats, which enhance safety and allow for early instruction of student pilots in ejection procedures. 

In a statement on November 28, 2025, the Australian Government Department of Defence said that the start of these operations was a “significant step in the introduction of the Apache,” marking the completion of checks and approvals to ensure the aircraft can be safely operated. 

“The commencement of AH-64E Apache flying operations is a tremendous achievement for Army and the Defence aviation enterprise, which is currently undertaking a generational uplift in Army’s battlefield aviation capability,” said Australian Army Aviation Commander Major General David Hafner. 

Hafner added that this development showcases the strength of Australia’s collaboration with the United States and the United Kingdom. 

According to the Australian Government Department of Defence, army pilots will now engage in a gradual flying program aimed at validating Australian operational procedures and training requirements. 

Head of Joint Aviation Systems Division, Major General Jeremy King said: “Defence’s investment in North Queensland, in support of the Apache fleet, will generate significant training and employment opportunities for local people and businesses as we build a capable, robust and resilient industry base to support Army’s growing battlefield aviation capabilities.”  

The AH-64E is the most modern configuration of the Apache. As a proven attack helicopter, the defense department stated it will “generate, sustain and deploy a stronger and more resilient helicopter capability”.  

The helicopters will operate from Hamel Lines at RAAF Base Townsville together with the CH-47F Chinook fleet. They will gradually replace Eurocopter Tigers, which are a four-blade, twin-engine attack helicopter made by Airbus, first introduced into the Australian Army in 2004.  

Deliveries of the AH-64E Apache started in September 2025. Currently, the army has four AH-64E Apaches and plans to retire its Tiger fleet completely by 2028. 

In a statement on November 26, 2025, the company revealed that these new orders were made at European Rotors 2025, a rotorcraft industry event that took place in Cologne, Germany, from November 18–20, 2025. 

Bell said the orders came from clients in Switzerland, the United Kingdom, and Poland, but did not specify further. The company only said that the orders underscore the growing demand for its aerial solutions across the European market. 

“We have noted a steady demand for our models in Europe, especially for the Bell 505, Bell 407, and Bell 429,” said Robin Wendling, Managing Director of Europe at Bell. “These vertical lift solutions provide our customers with the mission versatility needed for the diverse landscapes in the region.” 

Buyers remain unconfirmed 

While Bell is yet to disclose any additional information regarding the new order, apart from the model and countries of the customer, the company did announce the details of other additional agreements made during the European Rotors 2025 event.   

On November 19, 2025, Bell announced that Germany’s Heli Transair had signed a purchase agreement for three more Bell 505s, with assistance from its Bell 505 dealer, Rheinland Air Service GmbH. 

On the same day, Air Transport Europe, a Slovakian HEMS operator, signed a deal to buy its fifth Bell 429 configured for HEMS. 

Centaurium Aviation, a Swiss company specializing in helicopter sales and acquisitions, signed a deal on November 20, 2025, to purchase a new Bell 407GXi helicopter.  

“We are looking forward to welcoming new and returning customers seeking advanced mobility in region to our world-class Bell family,” Wendling concluded. 

According to a statement from the planemaker, this order marks the largest number of Apache aircraft ordered outside of the United States in the program’s history. 

The Polish Ministry of National Defence (MND) is already in the process of training pilots and maintenance personnel for the attack helicopter.  The MND currently leases eight helicopters from the US Army. 

Christina Upah, Vice President of Boeing’s Attack Helicopter Programs, said the deal enables Boeing to start creating “one of the largest and most formidable Apache fleets that the world has ever seen”. 

“Working closely with the Polish Armed Forces, we’re focused on disciplined execution to help enhance Poland’s defense capabilities and keep up with the strong demand for the most advanced attack helicopter,” Upah said. 

As part of an offset agreement announced in August 2024 between Boeing and Poland’s Ministry of National Defence, Boeing said it will also assist in maintaining the Apache fleet, set up training programs, and help develop a composite laboratory in Poland. 

The delivery of the 96 AH-64E Apache helicopters to the Polish Armed Forces is expected to begin in 2028. 

The AH-64E Apache Guardian is the latest and most advanced variant of the Apache series, featuring enhanced engines and new composite rotor blades, offering superior combat capabilities.   

Boeing said that the E-model Apache has developed into the “most proven, advanced configuration” that brings “lethality, survivability, connectivity and interoperability to the battlefield”. 

In recent months, Boeing has delivered new Apaches to the Australian Army, Indian Army and Royal Moroccan Air Force. Poland is now the 19th global operator. There are currently more than 1,300 Apaches operating worldwide. 

The flight occurred on November 24, 2025, in Bangkok and was conducted using EHang’s autonomous two-seat EHang 216, as part of the AAM Sandbox Initiative, collaborating with the Civil Aviation Authority of Thailand (CAAT) and local partners. 

The flight took place at the headquarters of Siam Commercial Bank (SCB) located in the city’s central business district, EHang announced in a statement on November 25, 2025. 

The event was attended by senior Thai government officials, along with nearly 100 business leaders and media representatives.  

Among them, Air Chief Marshal Manat Chavanaprayoon, the Director General of CAAT, personally boarded and experienced the experimental flight, becoming the first civil aviation authority chief in the world to ride the pilotless EH216-S on an urban flight. 

“With the support of the CAAT, Thailand is highly likely to achieve the world’s first commercial eVTOL operations using an innovative regulatory approach of “sandbox”, creating a demonstration model for Southeast Asia and the world,” said Conor Yang, Chief Financial Officer of EHang.  

Under widespread attention, the EH216-S successfully performed multiple takeoffs and landings, along with route flights. EHang reported that the aircraft flew smoothly in Bangkok’s central business district. 

According to EHang, these flights represent a major progress for Thailand’s commercial operations and establish a strong base for the company to enhance its presence in the Thai market and introduce future commercial services. This also paves the way for the EH216-S to begin regular commercial operations. 

According to plans, EHang will work with local partners to gradually extend its demonstration area to popular locations like Pattaya, Phuket, and Koh Samui. 

EHang’s unmanned urban eVTOL flight in Bangkok was a milestone for self-flying passenger air taxis, while crewed eVTOL flights have already taken place elsewhere. 

On November 16, 2025, Joby Aviation successfully completed the first ever crewed electric aerial taxi flight between two different locations in the United Arab Emirates (UAE).   

The first flight between Zayed Abu Dhabi International (AUH) and Narita International (NRT) is scheduled to commence on June 16, 2025, as the busy summer travel season starts. 

Etihad Airbus A380 services are already operating to London, Paris, Toronto and Singapore, making Japan’s capital the fifth destination for the superjumbo. 

“As we bring our latest A380 back into service, we’re delighted to introduce our remarkable aircraft to Japan. Our guests consistently tell us they love the onboard experience. Our attentive cabin crew delivers dedicated service to every passenger, whether they’re travelling in Economy, Business, First or The Residence, our three-room suite in the sky,” said Arik De, Chief Revenue and Commercial Officer at Etihad Airways. 

The A380 will feature Etihad’s The Residence product, the world’s only three-room suite in the sky, according to Etihad. 

The first class section features nine private spaces equipped with designer tableware, a spacious leather lounge chair, and a separate ottoman that transforms into an 80″ lie-flat bed.   

While on the upper deck, business class passengers can enjoy Business Studios, which provides 70 private spaces. 

“We’ve seen strong demand from customers for more seats to Japan, and the A380 allows us to deliver that. The aircraft is particularly well-suited to this route, given the importance of business travel between the UAE and Japan, two nations with deep economic and cultural ties. Japan has always been a favourite destination for our guests, and this move reinforces our commitment to the market,” added De. 

Flights will depart daily from Abu Dhabi at 21:25 and arrive in Tokyo at 12:45 the following day. The return flight is scheduled to leave Japan at 18:00 before landing back in the UAE at 00:20. 

In August 2025, AeroTime reported that two more Etihad A380 aircraft were poised to rejoin the UAE flag carrier’s fleet after almost five years in storage. 

At an event in July 2025, De spoke about the carrier’s ambitions to return more A380s to service. 

“We continue to explore bringing additional A380s back. We want more A380s back, but we don’t want to bring them if they don’t bring us money,” De told The National. 

At the time it was understood that the first stored superjumbo would join Etihad’s seven operating A380s in June 2026, while the second would return in January 2027.   

The multirole helicopter will be used for various public service tasks, enhancing the agency’s national security and emergency response capabilities, Airbus announced in a statement on November 24, 2025. 

The manufacturer said the Korean National Police Agency will mainly use the H225 for law enforcement and counter-terrorism operations, while also supporting critical missions like search and rescue, humanitarian relief, and disaster response. 

“We are honored to welcome the Korean National Police Agency to the Airbus family,” said Vincent Dubrule, Head of Asia-Pacific at Airbus Helicopters. “The H225 has earned a global reputation as a reliable, multi-mission workhorse. We are confident it will become a cornerstone asset for the police agency, enabling them to carry out complex missions with precision and safety.” 

All-weather ready helicopter

The H225 is the newest addition to Airbus’ established Super Puma/Cougar family, which has logged over six million flight hours. 

The helicopter is marketed for its extensive range and high payload capacity. The H225 can travel up to 1,111 kilometers (600 nautical miles) with standard fuel tanks and has a useful load capacity of 4,750 kilograms. 

Moreover, it can transport as many as 28 troops or be set up with six stretchers for medical evacuation (MEDEVAC) operations. According to Airbus, its avionics and autopilot systems are designed to enhance safety and reduce pilot workload. 

There are over 360 H225s and H225Ms operating globally, accumulating nearly 980,000 total flight hours.  

Military customers include Brazil, France, Hungary, Indonesia, Iraq, Kuwait, Malaysia, Mexico, the Netherlands, Singapore, and Thailand. 

Honda told outlet ZAG Daily it plans to finish building its first full-scale prototype before the end of 2025. The aircraft is slated for a first flight in March 2026, flown remotely in the United States. Type certification is targeted for the early 2030s. 

The update confirms that Honda has been working on the project longer and more extensively than previously known. The company has been running two sub-scale test vehicles for about two years at San Luis Obispo, California, validating flight-control laws and conducting aerodynamic testing, according to reporting by Aviation Week. Those aircraft were used to study the transition from hover to wing-borne flight and to test behavior in key failure modes, such as the loss of a vertical propulsor. 

Honda’s full-scale concept demonstrator measures almost 50 feet in length and wingspan. It uses eight boom-mounted lifting propellers for takeoff and landing and two rear pusher propulsors for forward flight. The layout includes forward-swept wings in front, aft-swept wings at the rear, and vertical stabilizers at the wingtips. Honda says the configuration provides improved stability and reduces the workload on the vertical propulsors during transition from vertical to forward cruise flight. 

Unlike other eVTOL concepts built around all-electric power, Honda is pursuing a hybrid-electric aircraft from the start. The company says battery energy density is still not sufficient to deliver the 400 km (249-mile) intercity range it wants to offer. To bridge that gap, Honda has designed a compact turbogenerator sized between 250-300 kW. The unit weighs less than 100 kg, is roughly 2.6 feet long and 1.3 feet in diameter, and has completed continuous and transient power runs on the ground. It is compatible with 100% synthetic aviation fuel, Honda said. 

The full-scale demonstrator displayed in Dubai is all-electric and will be used to refine the aircraft configuration before Honda integrates the hybrid system. The company said it has not finalized whether the same aircraft will be converted to hybrid power, or if a second prototype will be built specifically for that phase of testing. 

Honda has adjusted the aircraft’s fuselage shape and other design elements since the first renderings were released. Both the subscale aircraft and the mock-up in Dubai now share a more constant cross-section compared to earlier elliptical designs. The supplier list also remains open. 

Honda officials said the timing was right to share progress after several years of subscale testing and wind-tunnel work. The company emphasized that its goal is not to be first to market, but to enter the sector with a hybrid-electric aircraft capable of longer-range missions than today’s battery-only models. 

“As part of Textron Aviation’s product investment plan, the company will end production of the Beechcraft Baron G58 and Beechcraft Bonanza G36 models once all current orders are fulfilled,” the manufacturer confirmed in a statement after some noted on social media that the products had disappeared from Textron’s website.  

The move brings an end to one of the longest production runs in aviation history. The Bonanza first flew in December 1945 and entered production in 1947. According to the American Bonanza Society, more than 26,000 Bonanza-family aircraft have been built, including the V-tail variants, straight-tail models and Debonairs, along with the Baron line.  
 
Textron noted it has delivered more than 3,000 Barons and 18,000 Bonanzas, although the full total is even higher when including early production series. 

The production stoppage, first reported by AvBrief.com, was not unexpected as shipments for both models have been lagging the market for years. According to the General Aviation Manufacturers Association (GAMA), Textron delivered just five Bonanzas and two Barons in 2024, and four Bonanzas and two Barons in the first half of 2025. Those volumes made the aircraft among the lowest-selling certified piston models in continuous production. 

The decision to end Bonanza and Baron production reflects broader shifts in the general aviation piston market. Cirrus and Diamond Aircraft have dominated high-performance piston aircraft sales over the past two decades, while legacy retractable-gear singles and piston twins have seen shrinking in market share. Many newer buyers have gravitated toward composite airframes and lower-cost operating profiles, leaving the Bonanza and Baron competing in a shrinking niche of the certified piston segment, despite their reputation for solid build quality and excellent flying qualisites. 

Textron’s focus now turns toward the Denali, which the company says will anchor its single-engine product lineup once certification is complete. The company did not disclose how many Bonanza and Baron orders remain to be delivered before the line in Wichita, Kansas, closes. 

The manufacturer announced the news in a statement on November 21, 2025. 

“We are eager to introduce a new business class offering across our fleet of ATRs”, said David Zhan, Vice Chairman and CEO of Air Cambodia. “This solution supports our commitment to providing greater comfort and choice to passengers across Cambodia.”  

The ‘X-Space Table’ is included in ATR’s HighLine series of premium cabin interiors, which was introduced in 2023, according to the announcement. This innovative system enables airlines to convert two standard economy seats into one premium seat quickly and easily.

In Air Cambodia’s configuration, the business class area will have four premium seats arranged in two rows, with a one-by-one configuration. Each seat will provide direct access to both the window and the aisle, along with added comfort, privacy, and personal storage options. 

The manufacturer claims that this adaptability enables airlines “respond efficiently to fluctuating passenger demand, seasonal variations or charter-specific requirements with minimal downtime and maximum efficiency”. 

Additionally, aircraft fitted with ATR HighLine seats produce 45% less CO2 per flight compared to similarly sized jets. 

Air Cambodia currently flies ATR 72 aircraft on major regional routes, including Phnom Penh, Siem Reap, Sihanoukville, Ho Chi Minh City, and other destinations. 

While the commercial side delivered one of the most active order cycles in recent years, the defense segment was comparatively light, with only a handful of military announcements and no major fighter or airlift procurements disclosed.

Major commercial orders and commitments at a glance

Boeing: Emirates anchors a widebody-heavy week

Boeing’s strongest moment came early, when Emirates placed a follow-on order for 65 Boeing 777-9 aircraft. The commitment lifted Emirates’ total 777X backlog to 270 jets. The airline also confirmed its support for Boeing on a study for the proposed 777-10 stretch variant.

Single-aisle momentum also returned to Boeing. Ethiopian Airlines firmed options for 11 additional 737-8s, while Air Senegal signed an agreement for nine 737 MAX 8s, the largest commercial aviation contract in the country’s history. Gulf Air finalized an order for 15 Boeing 787 Dreamliners, with options for three more.

Narrowbody demand across the region further supported the Boeing 737 MAX. flydubai signed a memorandum of understanding for 75 additional 737 MAX aircraft, with options for a further 75. Leasing activity also favored Boeing narrowbodies, with AerCap placing three 737 MAX 8s and two 737-800NGs with South Africa’s FlySafair.

Across all announcements tracked during the show, Boeing secured well over 150 direct commitments, driven by Emirates’ widebodies and renewed regional demand for the MAX.

Airbus: a broad portfolio and a decisive lead in total commitments

Airbus built its tally more gradually, but by midweek had assembled the broadest order portfolio of the show, spanning narrowbodies, widebodies, freighters and helicopters.

One of the week’s defining moments came with flydubai’s first-ever Airbus order. The carrier committed to up to 150 A321neo-family aircraft, marking a major strategic shift from its historically all-Boeing fleet and setting up a dual-manufacturer future for the Dubai-based airline.

Etihad Airways also expanded its long-term Airbus strategy. The carrier announced a package covering six A330-900s, seven A350-1000s and three A350Fs, supplemented by a leasing agreement with Avolon for nine additional A330neos and four A320neo-family aircraft.

Air Europa added to Airbus’ widebody momentum with a memorandum of understanding for up to 40 A350-900s. Ethiopian Airlines ordered six more A350-900s, and separately agreed to lease a further two A350s from SMBC Aviation Capital to support long-haul growth. Emirates confirmed that it was the previously unidentified customer behind a new order for eight additional A350-900s. In the cargo segment, Silk Way West Airlines firmed two more A350F freighters.

On the narrowbody side, Uzbekistan Airways secured six A321neos through Chinese lessors, while Libya’s Buraq Air signed a memorandum of understanding for 10 A320neo-family aircraft.

When combining direct orders, MoUs and lessor placements, Airbus accumulated more than 230 aircraft commitments during the event.

Rotorcraft also featured in Airbus’ Dubai presence. Morocco signed a contract for 10 H225M helicopters to replace its long-serving Puma fleet. Bristow Group, meanwhile, agreed to take up to five H160s on lease from Milestone Aviation for offshore work in Africa.

Regional manufacturers: Embraer and De Havilland secure strategic wins

Embraer secured a strategically meaningful win with Air Côte d’Ivoire, which ordered four E175 aircraft with purchase rights for eight more. The move modernizes the airline’s regional fleet and strengthens Embraer’s position in a market traditionally served by turboprops and legacy narrowbodies.

De Havilland Canada recorded activity with a letter of intent from IndiaOne Air for up to 10 Twin Otter Series 300-G aircraft. The next-generation Twin Otter will support regional connectivity to remote destinations across India.

During the final day of the Dubai Air Show on November 21, 2025, Emirates SkyCargo and LODD Autonomous announced that they were forming a future flight alliance to “explore the development and deployment of next generation air cargo solutions”. 

Abu Dhabi-based LODD is currently developing an unmanned, hybrid heavy-lift cargo aircraft called Hili, designed to carry up to 250 kilograms and travel up to 700 kilometers.  

On November 13, 2025, during Abu Dhabi Autonomous Week, LODD Autonomous flew its autonomous drone for the first time at Emirates Falcon Aviation in Al Ain.   

As part of their alliance, Emirates SkyCargo and LODD will work to validate the use of VTOL aircraft across the airline’s global network, through feasibility studies, regulatory engagement and live demonstrations. 

In the presence of Zayed bin Mohamed bin Zayed, LODD Autonomous has conducted the first test flight of Hili, a hybrid heavy-lift cargo aircraft designed and manufactured entirely in Abu Dhabi. The aircraft can carry payloads of up to 250kg across distances of about 700km. pic.twitter.com/rpKvwTb7Vz

— مكتب أبوظبي الإعلامي (@ADMediaOffice) November 13, 2025

The program will run until the end of 2027, gathering insight to inform design and development, with a view toward commercial deployment in regional and global markets. 

Badr Abbas, Emirates SkyCargo’s Divisional Senior Vice President, said: “This partnership with LODD is a reflection of our commitment to introduce innovative products that solve our customer’s transportation challenges. Emerging technologies will form the foundation of the next era of logistics, and Emirates SkyCargo will be at the forefront of this movement, investing our experience and expertise into the development of innovations that drive tangible impact.”  

Earlier this month, LODD also signed a Memorandum of Understanding with Etihad Cargo, in order to explore the introduction of next-generation hybrid VTOL aircraft into UAE operations.   

“The UAE’s vision is built on harnessing innovation to propel everyday life forward,” said Rashid Mattar Al Manai, CEO of LODD Autonomous. “Our collaboration with Emirates SkyCargo blends LODD Autonomous’s frontier technologies with the country’s enduring commitment to safe, scalable, and sustainable logistics.”  

He added: “Together, we will accelerate the adoption of drone-powered solutions that expand reach, cut delivery times, and strengthen the UAE’s position as a global logistics hub while upholding the highest standards of safety and regulatory excellence.” 

On November 20, 2025, Emirates confirmed that its engineering subsidiary received GCAA Design Organization Approval (DOA) through Supplemental Type Certificates (STCs). 

In practice, the authorization empowers Emirates Engineering to extend its local existing minor modification capabilities to include major cabin reconfigurations and complex design changes, providing Emirates with “greater control over timelines, costs, and innovation priorities”.   

The approval encompasses both Airbus and Boeing aircraft types, providing Emirates with flexibility across its entire fleet and potential future applications. 

The GCAA will be able to independently review and process major modifications without the original equipment manufacturers (OEMs) involvement, marking a milestone for UAE aviation regulation. 

According to Emirates Engineering, the company is the first UAE organization to receive major design modification approval from GCAA. 

“This approval fundamentally changes our approach to aircraft modification. In-house design and certification capability gives us direct control over our product development and helps us to define our specifications and our timeline. The timing also aligns with our expansion at DWC, where this certification expertise will be integral to our engineering operations,” said Adel Al Redha, Emirates Deputy President and CCO.   

The types of major work that Emirates Engineering will now undertake have previously been outsourced to external original equipment manufacturers (OEMs) or third-party design organizations. 

Emirates Engineering now joins a handful of airlines worldwide with in-house major design and certification capabilities. 

“This accreditation represents an important advancement in the development of the aircraft design and engineering approval ecosystem in the UAE. It reflects the readiness of the regulatory framework the GCAA is building to empower all maintenance and engineering service providers to enhance their capabilities,” said Aqeel Al Zarooni, Assistant Director General for Aviation Safety Affairs at the UAE General Civil Aviation Authority 

The suspension impacted Vietjet’s flights to the popular tourist spot of Con Dao, an archipelago of 16 islands in southeastern Vietnam, due to the temporary unavailability of Vietjet’s COMAC C909 jets used on these routes. 

According to a company document reviewed by Reuters, flights to Con Dao are scheduled to restart on November 25, 2025, with four daily flights. 

While the document did not specify the specific aircraft model, sources familiar with the situation confirmed to the publication that a six-month lease renewal with Chengdu Airlines will reactivate the COMAC C909 jets. The arrangement includes aircraft, pilots, and maintenance (MRO) support. 

This new lease continues Vietjet’s earlier collaboration with Chengdu Airlines and ensures that the C909s can re-enter the airline’s domestic network. 

Additionally, Vietjet is also looking into other COMAC leasing options, although these are still under regulatory review, the Reuters report continued. 

The temporary suspension in October 2025 followed the expiration of the original six-month wet lease of two COMAC C909 regional jets from Chengdu Airlines, which had been operating with Vietjet since April 2025. 

The lease was not renewed due to the expenses related to using foreign crews and maintenance services, rather than the C909’s performance. 

Under the initial agreement, the two C909s, registered B-652G and B-656, operated with crews and maintenance from Chengdu Airlines, marking the first official entry of COMAC aircraft into the Vietnamese market. 

The jets mainly served routes connecting Hanoi, Ho Chi Minh City, and Con Dao, shortly after Chinese President Xi Jinping’s visit to Vietnam in April 2025. 

The announcement follows a Memorandum of Understanding (MoU) signed between Emirates and Rolls-Royce at the Dubai Airshow 2025 on November 20, 2025. 

Emirates will complete fan case repairs, while Rolls-Royce will manage module repairs through its global network. The work will be carried out at a newly built Trent 900 MRO facility, based at the Emirates Engineering Maintenance Centre (EEMC) in Dubai. 

According to Ahmed Safa, Emirates’ Head of Engineering and MRO, the carrier will bring the latest engine MRO capabilities into its facilities as part of its expansion of Emirates’ Engineering Maintenance Centre (EEMC).  

“We are pleased to sign this agreement with Rolls-Royce which takes our partnership further,” Safa said. “This is yet another value-added contribution to Dubai’s growing aerospace sector capabilities.” 

Paul Keenan, Director of Commercial Aviation Aftermarket Operations at Rolls-Royce, said the announcement represents “another milestone” for the company, aiming to significantly boost its global MRO capacity and capability by 2030. 

“The agreement will allow for additional capacity in the entire Rolls-Royce network and further reinforces our commitment to deliver both excellent products and services to our global customer base,” Keenan added. 

Additionally, Emirates has extended the TotalCare service agreement with Rolls-Royce for its A380s into the 2040s. 

The new Trent 900 MRO facility is expected to begin operations in 2027. 

Emirates is the largest operator of the Airbus A380, the world’s largest commercial aircraft in service, with 116 of the double-deck aircraft in its fleet. 

AeroTime is covering the Dubai Airshow 2025 live from the show floor, delivering breaking news and exclusive insights throughout the week. Drop by booth #294 to meet our team during the event.   

At the Dubai Airshow on November 19, 2025, eVTOL developer Archer signed a Memorandum of Understanding (MoU) with The Helicopter Company (THC), a Public Investment Fund (PIF) company, and Red Sea Global (RSG).  

The three entities will combine to create a “sandbox framework” to validate and accelerate next-generation Advanced Air Mobility (AAM) testing in Saudi Arabia.  

This will include test flights with Archer’s Midnight eVTOL under real-world conditions to assess aircraft performance, operational feasibility, regulatory alignment and passenger acceptance. 

They will also collaborate on testing advanced aerial technologies, exploring long-term strategic partnerships for large-scale deployment, and supporting regional innovation to advance next-generation aviation systems. 

https://t.co/6hON2XMc5H

— Archer (@flyarcher) November 17, 2025

Red Sea Global is the company behind the regenerative tourism megaproject on the Red Sea, which began welcoming guests in 2023, and AMAALA, which remains on track to welcome first guests before the end of the year. 

Archer said that Red Sea Global will lead the sandbox testing to evaluate the potential for integrating eVTOL aircraft into the company’s future operations.   

“Given RSG’s controlled airspace, sustainable infrastructure, and its position as a flagship developer under PIF, it offers a suitable platform to demonstrate the potential of advanced air mobility in supporting regenerative tourism and next-generation transportation options for the Kingdom,” said a spokesperson for Archer Aviation. 

The MoU was signed at Dubai Airshow by Captain Arnaud Martinez, CEO of THC, John Pagano, Group CEO of Red Sea Global, and Nikhil Goel and CCO of Archer Aviation. 

“A key part of Archer’s strategy is partnering with the leading operators in each country who share our goals and vision, and both THC and RSG are similarly committed to ensuring that Saudi Arabia is operationally prepared to launch eVTOL aircraft. We look forward to working together to demonstrate how Archer’s Midnight aircraft can transform travel within the Kingdom and set a regional benchmark for the future of aviation,” said Archer Aviation’s founder and CEO, Adam Goldstein.  

One of the reasons I’m at the @WhiteHouse today is to attend the U.S. – Saudi Investment Forum, which coincides with @FlyArcher’s selection by The Helicopter Company @THC_KSA, a subsidiary of Saudi Arabia’s Public Investment Fund @PIF_en, to bring Midnight to the KSA to establish… pic.twitter.com/WdThuKMX18

— Adam Goldstein (@adamgoldstein13) November 19, 2025

Following the completion of the sandbox program, all parties will review the results and consider further initiatives to support large scale introduction of eVTOL services. 

The General Authority of Civil Aviation (GACA) in Saudi Arabia will also be involved throughout the process during testing and evaluation.  

“At Red Sea Global, we are committed to redefining sustainable travel and setting new standards for innovation within the Kingdom’s tourism and mobility sectors. Partnering with THC and Archer to explore the integration of eVTOL aircraft into our destinations aligns perfectly with our vision for regenerative tourism, creating cleaner, faster, and more connected ways for guests to experience the beauty of Saudi Arabia,” said John Pagano, Group CEO of Red Sea Global. 

The order, along with four H125s ordered earlier in 2025, brings the total number of H125s ordered through Østnes Helicopters this year to 14 aircraft, Airbus announced in a statement on November 19, 2025. 

Stine Østnes, Chief Sales Officer of Østnes Helicopters, said the H125 “delivers on all fronts” and the company sees a “strong demand” for the helicopter on the Nordic market.  

“This strategic procurement ensures we can maintain short delivery times and offer our customers the best availability for the world’s most successful single-engine helicopter,” Østnes said. 

The H125 is part of the Ecureuil family, which Airbus describes as “the absolute market leader in the intermediate single-engine helicopter category”, with a market share of 73% in 2024. 

“The H125 is engineered to excel in the most demanding conditions, and this total of 14 orders in 2025 affirms its position as the preferred tool for customers across the Nordic countries,” said Thomas Hein, Head of Europe Region at Airbus Helicopters. 

Østnes Helicopters has enhanced its position in the Nordic rotorcraft market, having sold over 400 helicopters in both new and used markets. 

The company’s maintenance division is certified to provide complete Maintenance, Repair, and Overhaul (MRO) services for the H120, H125, and H130 models. 

There are over 130 H125s operating in the Nordics, primarily engaged in utility and aerial work missions. Across the globe, there are more than 4,300 H125 family helicopters flying in the most demanding conditions.