Zaragoza, Spain, recently hosted a groundbreaking flight test campaign, marking a significant milestone in European aviation. This campaign marked the first-ever simultaneous integration of three unmanned traffic management providers in Europe as part of the U-ELCOME unmanned drone project.

The U-ELCOME project, led by EUROCONTROL, is dedicated to ushering unmanned airspace management technologies and processes into Europe, aligning with the EU's U-Space initiative. To achieve this goal, the project conducted a series of tests and demonstrations across 15 locations in Spain, Italy, and France, focusing on various operational environments.

A key aspect of U-ELCOME's mission is to enhance communication between Common Information Services (CISP) and U-Space Service Providers (USSPs) and their respective operators, as well as fostering effective communication between USSPs.

The tests conducted in Zaragoza yielded successful results, validating the communication processes with the involved stakeholders. USSPs actively participated in the operations through the ENAIRE U-Hub platform, which serves as an extended component of the CISP. Furthermore, the security of communications was successfully verified.

Several organizations, including ENAIRE, the Galician Technological Institute (ITG), Aslogic, Umiles, and Primecor, played pivotal roles in achieving this milestone in the field of air navigation, as part of the U-ELCOME project.

Isabel Buatas, the head of Hera Drone Hub and one of the project's partners, commented on the demonstration, highlighting its relevance in addressing emergency scenarios. She explained, "In this demo, an emergency use case was presented. During a routine drone flight operation, an emergency arises, and the authority itself, National Police, City Council, Fire Department, can activate a secure volume within the ENAIRE platform. A CISP can enter that scenario, thus allowing them to communicate from the platform itself to the operators about the situation so that they can vacate that airspace promptly."

These tests were attended by various authorities, including representatives from the Regional Government of Aragon, Zaragoza City Council, Zaragoza Air Base, National Police, and the Fire Brigade. Additionally, organizations such as the Aragon Logistics Cluster (ALIA), Mobility City, Bluenest, and ELA Aviation, which provided a gyroplane for testing, were also present. The comprehensive support from these entities has established Zaragoza as an ideal location for implementing the U-space scenario, offering a complete ecosystem for advanced mobility.

Isabel Buatas further emphasized the importance of initiatives like the U-ELCOME project, aiming to support and promote the future service activity that drones will provide. The project's ultimate objective is to enable drones to share airspace with other legitimate users, with the goal of achieving routine operations by 2026, consequently ushering in new business models within the aviation industry.

Embraer and the German Aerospace Center (Deutsches Zentrum für Luft-und Raumfahrt; DLR) have formalized a partnership aimed at advancing aviation technology. In a joint announcement, the two entities revealed the signing of a Memorandum of Understanding (MoU) to facilitate precompetitive technology research and development initiatives.

The collaboration entails an exploration of potential cooperative efforts encompassing a diverse array of activities, including Aircraft Design, Flight Systems, Flight Physics, System Architectures, Flight Tests, Wind Tunnel Experiments, Structures and Materials, and Security.

Maurílio Albanese Novaes Júnior, the Head of Research & Technology Development at Embraer, expressed enthusiasm about the extended partnership, highlighting the company's enduring relationship with DLR. He emphasized that this agreement marks a pivotal stride in their technological journey toward a sustainable aviation future, achieved in close cooperation with leading global research institutions.

Prof. Anke Kaysser-Pyzalla, Chair of the DLR Executive Board, echoed this sentiment, underlining the significance of intensified collaborative activities. She stressed the essential role of international cooperation in achieving the shared objective of environmentally responsible aviation. Prof. Kaysser-Pyzalla explained that together with their partner, Embraer, they will tackle various aviation-related challenges, including aspects of aerodynamics and flight physics, as well as the conduct of wind tunnel experiments and flight tests.

The collaboration between DLR and Embraer dates back to 2001, with both entities having previously collaborated on distinct projects. Their joint efforts have yielded significant results in various fields, including research into ice formation on aircraft, aerodynamics modeling, and aeroelasticity. In 2017, the partnership took on a deeper focus, centering on sustainability initiatives that address concerns like noise reduction and minimizing aviation's impact on the climate.

Lilium, a company based in Germany, has successfully secured an additional $250 million in funding for its electric vertical take-off and landing aircraft (eVTOL), bringing their total fundraising efforts to nearly $1.2 billion. The eVTOL being developed by Lilium is notably advanced compared to other air taxi designs currently in progress in Europe. It boasts a five-seater configuration and features a rotating wing design. The platform conducted its maiden test flight back in 2019, and currently, a 40% scale model is undergoing testing in a European wind tunnel.

The development of this innovative aircraft has necessitated collaborations for cutting-edge technology. Lilium has partnered with Customcells in Germany to create new silicon battery designs, and they've also incorporated new electric motors from Schuebeler Technologies. Furthermore, gaining approval for this entirely new class of aircraft has presented formidable challenges.

In March 2021, Lilium made its shares available on the Nasdaq stock market. According to a recent U.S. filing, Chinese investor Tencent pre-funded the acquisition of $100 million worth of shares and committed to pre-fund an additional $75 million in shares, contingent upon Lilium securing a matching $75 million. As of now, the company holds $157.5 million in cash reserves, and this new funding is expected to cover a significant portion of the capital required to achieve the first manned flight of the type-conforming aircraft, scheduled for the second half of 2024. Lilium anticipates receiving substantial pre-delivery payments (PDPs), which will assist in funding their future capital needs.

Klaus Roewe, CEO of Lilium, expressed enthusiasm about this financing round, emphasizing its significance in their mission to revolutionize the aviation industry. He mentioned that they are engaged in constructive discussions with both existing and potential new investors and expect to provide further updates soon.

Presently, Lilium is conducting wind tunnel tests with a 40% scale model of their aircraft at the German-Dutch Wind Tunnels (DNW) facility in Marknesse, Netherlands. This model includes functional engines and flap actuators, with each flap being remotely actuated and equipped with electric ducted fans, all built to scale by Schuebeler. The wind tunnel tests are designed to gather comprehensive aerodynamic data, validating their flight physics and performance predictions across the complete aircraft flight envelope, from hover to cruise.

The scale model adheres to the latest Lilium Jet design by TGR-E, a provider of high-end manufacturing solutions, with support from aerospace design specialists IBK-Innovation. The DNW wind tunnels have a history of contributing to the development of major aircraft, including Airbus models and Embraer's E-jet family, making them a crucial resource for Lilium's ambitious aircraft program.

Alastair McIntosh, Chief Technology Officer at Lilium, expressed excitement about this crucial step in their aircraft program. He highlighted the impressive cooperation with DNW, the support provided by TGR-E and IBK, and the significance of generating extensive aerodynamics data to enhance confidence in their design tools as they prepare for the final assembly stage later this year.

In a significant stride towards the realization of electric air taxis, Node4 has announced its strategic collaboration with Skyports to bolster the foundation of global network infrastructure and bolster cloud-based data analysis capabilities.

The partnership between Node4 and Skyports marks a pivotal moment in the development of electric air taxis, bringing us closer to the future of urban air mobility. By leveraging Node4's expertise in network infrastructure and Skyports' proficiency in aerial transportation solutions, this collaboration aims to create a seamless ecosystem for the burgeoning electric air taxi industry.

With Node4's support, Skyports is set to enhance its global network infrastructure, ensuring the seamless operation of electric air taxis in urban environments worldwide. This infrastructure will serve as the backbone of the air taxi network, facilitating reliable and efficient connectivity between these innovative vehicles and ground systems.

Furthermore, the partnership will also focus on advancing cloud-based data analysis capabilities, a critical component for the safe and efficient operation of electric air taxis. 

Node4's expertise in cloud computing will play a pivotal role in developing robust data analysis solutions that can handle the vast amounts of information generated by these aerial vehicles. This, in turn, will contribute to the optimization of air traffic management, passenger safety, and overall system efficiency.

In conclusion, the collaboration between Node4 and Skyports signifies a significant step forward in the journey towards electric air taxis becoming a practical and efficient mode of urban transportation. With strengthened global network infrastructure and cutting-edge cloud-based data analysis capabilities, this partnership brings us one step closer to a future where electric air taxis revolutionize the way we travel in cities around the world.

France and Germany are moving forward with their plans to develop a new European fighter jet. The project, which was announced in 2017, aims to create a next-generation aircraft that can replace the aging fleets of fighters currently used by both countries.

The new fighter jet, known as the Future Combat Air System (FCAS), is being developed by a consortium of companies from France, Germany, and Spain. The project is being led by the French defense company Dassault Aviation and the German defense company Airbus.

The FCAS program is one of the most ambitious defense projects in Europe, with a projected cost of around €100 billion ($118 billion) over the next 20 years. The program aims to create a new generation of fighter jets that can operate in a range of combat situations, including air-to-air, air-to-ground, and electronic warfare.

The FCAS program is also being developed with a focus on interoperability and cooperation between European militaries. The project aims to create a fighter jet that can be used by a range of different European countries, allowing for greater collaboration and integration between their defense forces.

The development of the FCAS program has not been without its challenges. One of the main challenges has been finding agreement between the different countries involved in the project. France, Germany, and Spain have all had their own priorities and interests when it comes to the development of the new fighter jet, and finding a common vision has been difficult.

Another challenge has been the technical complexity of the project. Developing a next-generation fighter jet is a highly complex undertaking that requires the integration of a wide range of technologies and systems. The FCAS program is also being developed with a focus on cutting-edge technologies, such as artificial intelligence and autonomous systems, which present their own unique challenges.

Despite these challenges, France and Germany remain committed to the FCAS program. The project is seen as a key part of Europe's efforts to develop greater autonomy and independence in defense, particularly in light of changing geopolitical realities and the shifting balance of power in the world.

The FCAS program is also being developed with a focus on sustainability and reducing the environmental impact of military operations. The new fighter jet will be designed to use less fuel and produce fewer emissions than existing models, and the program is also exploring the use of sustainable materials and technologies.

In conclusion, the development of the FCAS program represents an ambitious and complex undertaking for France and Germany. Despite the challenges involved, the project is seen as a key part of Europe's efforts to develop greater autonomy and independence in defense, and to promote greater collaboration and interoperability between European militaries. With a focus on cutting-edge technologies, sustainability, and cooperation, the FCAS program is positioning Europe for a more secure and sustainable future.

On Monday 20 March, the contract for the launch of phase 1B comes into force. Engineers from Dassault, Airbus, Indra and Eumet have 36 months to develop the NGF demonstrator, the fighter aircraft at the heart of the programme.

20 March 2023 could become a historic date in the European aeronautics industry. That is the day the first stage, phase 1B, of the air combat system of the future enters its operational phase.

In its Saint-Cloud (92) premises, Dassault Aviation, the prime contractor and architect of this phase of the programme, is hosting teams from Airbus, Indra and Eumet (a joint venture between Safran Aircraft Engines and MTU Aero Engines). Together, they will work on the NGF (New Generation Fighter), the fighter aircraft at the heart of the combat system. They now have 36 months and a budget of €3.6 billion to prepare the NGF demonstrator, which they must present in 2029.

For this design phase, a "digital platform" was created using Dassault Systèmes' Catia software. This digital design tool is the most widely used in the world in aeronautics and shipbuilding. Among its users are Boeing, Bombardier, Airbus and even the US Navy for the Virginia class submarine that will soon equip Australia.

The era of collaborative combat

The NGF is intended to replace the French Rafale and the German and Spanish Eurofighter, the three partner countries, from 2040. This aircraft will not only be more powerful, but also designed for new forms of combat. It will have new weapons such as hypersonic missiles and laser cannons. The fighter will be connected to drones as well as to air, naval, land and space capabilities via a 100% European combat cloud.

"Using cutting-edge technologies, the Scaf will therefore enable our armed forces to benefit fully from the era of collaborative combat," explained Sébastien Lecornu, Minister of the Armed Forces, in December when the agreement signed between the manufacturers was announced.
At the next Paris Air Show (19 to 25 June 2023), we will certainly not see a model or even a sketch of the NGF. At the previous edition, in 2019, a scale model was exhibited for the symbol.

"That would be science fiction. We are entering an industrial study phase and the design will depend on many technical factors that will not be finalised at that time," explains a manager at Dassault Aviation.
The challenges of Phase 2

Is the future of the Scaf secure? Everything seems to say so, but nothing is said. At the end of this 36-month period, an additional 5 billion euros will be needed to launch phase 2, which should lead 36 months later to a flying prototype, the famous demonstrator. And for this optional tranche.

This new budget will have to pass through a vote in the three partner countries, each of which will set its own conditions for continuing the programme. France and Germany have already announced their willingness to closely monitor their industrial interests. The phase 1B negotiations ensure that Dassault does not share its technologies and know-how.

An important issue is to allow France to freely export the NGF to supply Rafale customers without risking a German veto. For Dassault, export is a central issue.In the meantime, the Rafale will not remain grounded with the arrival of the NGF. It will remain "on line until 2060". The Air Force and Naval Aviation fleets are currently being upgraded to the F4.1 version. Dassault's teams have also begun work on the F5 standard, which will be launched between 2026 and 2027. This future Rafale will be Scaf compatible and also ready for collaborative combat.

This is purely a desire of the Army and the Ejercito de Tierra and not of the helicopter manufacturer itself. Considered as a mid-life modernisation of the Eurocopter EC-665 Tiger fleet, the "Mark 3" will only concern Spanish and French users, Germany having decided to turn its back on it. The more time goes by, the more this project looks like a stopgap measure designed to keep a European combat helicopter that is totally unsaleable for export alive. For the record, even Australia is getting rid of it in favour of the Boeing AH-64E Guardian.

We could talk for hours about Germany's recent false leaps in European programmes, but the fact remains that, objectively speaking, the Tiger UHT was never really adapted to the needs of the Heeresflieger. It is an aircraft conceived during the Cold War, built just after its end and adopted at a time when asymmetric warfare had become the norm. Asymmetric wars in which contemporary Germany actually participates very little, as the country still cultivates an aversion to warlike engagement. When you look back at its recent history, you can immediately see why.

In fact, it would be too easy to consider that Berlin is to blame for the commercial failure of the Tiger and for the abandonment of its participation in the "Mark 3" programme. France also has its share of responsibility, not the France of today but the France of the 1970s and 1980s that wanted its combat helicopter to try to play in the same league as the Americans and the Soviets. That is, the France of Giscard d'Estaing and Mitterrand. This France which did everything to unite Aerospatiale and M.B.B. within the same structure, also playing on a German will of European unity around the European industry. The Tiger was the common dowry of the Germans and the French at the birth of Eurocopter. We are paying the price today.

Yes, the Tiger is a formidable tool and a first-rate weapon. But probably only for the Army's Light Aviation, for whom it was really designed. It is a combat helicopter perfectly adapted to sub-Saharan Africa, the Middle East and Afghanistan where it was like a rooster in dough. For their part, the Fuerzas Aeromóviles del Ejército de Tierra are happy with it, without making too much noise for the moment. After all, isn't Spain the El Dorado of European aeronautical programmes?
Except that the Russian invasion of Ukraine has completely reshuffled the cards. France is now persona non grata in its former African colonies. Not a moment too soon, some would say. They swapped the rouble for the CFA franc, thinking they were getting a bargain. History will tell us if they were right to prefer Moscow's autocracy to Parisian paternalism. The fact remains that the Tiger no longer has a place in this region of the world. Nor does it currently seem to have a place in Eastern and Northern Europe.

However, this does not matter, as Paris and Madrid continue to want Airbus Helicopters to modernise the EC-665 Tiger. Not all of them, however, as budgets are not infinitely expandable since the helicopter in question is a commercial disaster almost comparable to Concorde. It is not selling, and the ten-year projections are not encouraging at all. As it no longer fights, it no longer demonstrates its capabilities, and as a result its competitors are taking over the markets. The Tiger is also expensive, a little more than its American rivals and frankly more than the Chinese and Russian competition.
Of the sixty-seven Tiger aircraft in service, the ALAT will only entrust forty-two to Airbus Helicopters in order to bring them up to the "Mark 3" standard and the FAMET will leave out six of their twenty-four machines. This is not much when we know that this modernisation should allow the aircraft to remain operational and efficient until around 2045.

So on paper this Airbus Helicopter Tiger "Mark 3" is not revolutionary. It is the avionics that will be revised and corrected with better connectivity to the systems. This will allow it to remain a formidable tool for the ALAT and the FAMET, but not necessarily to give it back what it so cruelly lacks internationally: competitiveness. At the end of February, the Minister of the Army, Mr. Sébastien Lecornu, was not very optimistic when he discussed the helicopter with the senators. He insisted on the fact that, according to him, France was going to have a super helicopter that would already be overtaken by MALE combat drones. And for the time being, without any political orientation, we can only agree with him.
But in the end the Tiger "Mark 3" will probably be built, it remains to be seen whether it will really be adapted to the battlefields of the future or whether it will be too modern for them.
The future will tell us.

NI (formerly National Instruments) has announced the acquisition of Germany's SET, a long-standing manufacturer of aerospace and defence test systems that has recently expanded into reliability testing of power semiconductors in SiC and GaN technologies.

Together, the two companies expect to reduce time-to-market for differentiated solutions for the testing of silicon carbide (SiC) and gallium nitrite (GaN) power semiconductors. NI first announced a strategic minority investment in SET in 2020 to help aerospace and defence companies address soaring development costs and integration challenges.

These collaborative efforts will continue with a focus on sustainable civil aviation, space launch vehicles and urban air mobility applications. Going forward, the acquisition will expand NI's opportunities in automotive power semiconductor reliability systems, a high growth investment area.

"By offering new dynamic test procedures, SET ensures the qualification of silicon carbide (SiC) power semiconductors for the automotive industry with high accuracy and reliability," explains Frank Heidemann, SET's founder.

"The automotive supply chain is going through a transformation where OEMs and semiconductor players are rapidly innovating on new technologies. The ability to adequately specify and predict the behaviour of these new technologies within new electric vehicles is critical for performance and safety. SET is a clear innovator in this area as well as an established supplier in the field of avionics testing. NI is a world leader in automated test and measurement systems. By combining their capabilities, NI and SET can offer more differentiated solutions to customers and grow together by leveraging NI's global scale," added Ritu Favre, executive vice president of NI.

SET specialises in hardware-in-the-loop (HiL), functional and power semiconductor test systems and electronics development for the aerospace industry. SET is headquartered in Wangen, Germany, and employs approximately 100 people who will join NI.

Air passenger traffic will return to its 2019 level this year and even exceed it, the International Civil Aviation Organization estimated on Wednesday

The world passenger traffic will return this year to its level before the pandemic of coronavirus, before exceeding, at the end of 2023, the activity of 2019, estimated Wednesday the International Civil Aviation Organization (ICAO). This forecast counts on a new acceleration of air transport, after a year 2022 which saw the frequentation reaching 74% of the volume recorded in 2019, last full year before the arrival of Covid-19.

Passenger traffic had fallen by 60% in 2020 compared to the previous year. In 2021, it was still down 49% compared to 2019, according to the UN agency based in Montreal (Canada).
ICAO predicts that "demand will quickly return to pre-pandemic levels on most destinations during the first quarter" of 2023, according to a statement. The agency estimates that by the end of the year, traffic will be about 3% above 2019 figures. It sees it rising to 4% above that benchmark year in 2024.

"Three consecutive years of losses"

The organisation expects the sector to return to operating profitability (profit before tax and depreciation) in the last quarter of 2023, "after three consecutive years of losses". Many airlines have already returned to profit, mainly due to a renewed appetite for tourism and air travel. A resurgence that has not been slowed down by significant fare increases.
As regards air freight, ICAO expects a lower increase than that of passenger traffic, "due to the slowdown in global growth". In 2022, air freight traffic was equivalent to the volumes recorded in 2021.

The USAF has confirmed that the Chinese balloon was tracked by at least two U-2 Dragon Lady reconnaissance aircraft. The aircraft tracking sites and the balloon's position also confirm that a very rare and highly secretive RC-135U Combat Sent electronic reconnaissance aircraft was deployed in the balloon's path.

A Chinese balloon
On 2 February, Canada and the United States formally confirmed that a stratospheric balloon was flying over US territory (see related article). This announcement was not a surprise, as the balloon had in fact been followed for two days by the armed forces of both countries. China later formally identified the balloon as one of its own and used for meteorological purposes. The United States had already announced the identity of the balloon but disputed its use: it was a spy balloon.

U-2s out and about
Since its first flight in 1956, the U-2 Dragon Lady spy plane has been flying for the US Air Force (USAF). In addition to having been continuously modernised to the U-2S standard, this aircraft has also seen its capabilities develop: it is fully modular and can therefore cover a wide range of functions (optical and electronic reconnaissance, etc.).

In addition to its reconnaissance capabilities, it is also one of the few USAF aircraft capable of flying at very high altitudes; the USAF officially states that the U-2S can fly at an altitude of more than 70,000 feet (or more than 21,212 metres), thanks in part to its engine and long wings. The balloon in question was flying at an estimated altitude of 60,000 feet (18,300 metres), well above the maximum altitude of many aircraft. By comparison, the F-22 Raptor fighter jet could fly at an altitude of more than 50,000 feet (15,000 metres).

Splash one
On 5 February, the Chinese balloon was over the Atlantic, not far from the US coast of North Carolina. An F-22 then fired an AIM-9X Sidewinder short-range air-to-air missile, destroying the balloon. The balloon then descended rapidly before "crashing" into the sea. Air and sea traffic was halted throughout the area: in addition to ensuring safety, this measure also allowed the recovery of the balloon's components by several US Navy and Coast Guard vessels.

In addition to destroying the balloon, this event was also the first offensive firing of an F-22. For the occasion, the call sign used by the Raptor, FRANK01, was a reference to Frank Luke. This American pilot of the First World War is known in the United States for having destroyed, in only 17 days, a total of 14 German observation balloons, receiving in passing the nickname "Arizon Balloon Buster". He died in aerial combat on 29 September 1918 and was posthumously awarded the Medal of Honour, the highest American military honour.

However, the USAF did not specify what equipment the Dragon Lady carried: were they only used to track the balloon at an altitude where the balloon can fly or did they also use their flights to try to gather information about the balloon?

Strategic electronic reconnaissance
It is certain that the two U-2S were not the only aircraft involved in tracking the Chinese balloon: tankers, fighters (especially the F-22), AEW&C, etc. However, the USAF did not mention the presence of other electronic reconnaissance aircraft. However, by looking at the various sites tracking aircraft in flight, it was possible to see an RC-135U Combat Sent electronic reconnaissance aircraft (see images below).

The aircraft took off from Offutt Air Force Base (Nebraska, United States) at around 9 pm (Paris time) on 3 February. It then flew over the cities of St Louis (Missouri) and Nashville (Tennessee), both of which were overflown at the time by the Chinese balloon. After a flight of 7.5 hours, the Combat Sent landed at 8.29 a.m. (Paris time) at its base in Offutt.

At present, only two RC-135Us are in service with the US Air Force. In addition to being a rare aircraft, it is used for strategic purposes only, to provide information to the President of the United States, the Secretary of Defense, the Joint Chiefs of Staff and theatre commanders. Like most of the Offutt Base reconnaissance fleet, the RC-135U is a classified aircraft. The only technical information available is that the aircraft is in any case capable of locating, analysing and identifying radar emissions (naval, air or ground).