Setting the record straight on SAAF aircraft availability.
PJ Aviation announces type approval for Funke ATR 833S VHF Transceiver in South Africa.
Dean Polley will showcase a variety of ADS-B technology for LSA’s on Saturday at the EAA’s monthly meeting at the auditorium at Rand Airport.
Vans Aircraft 2025 first quarter update.
SAAF VVIP squadron logs minimal flying hours.
Ethiopian Airlines, Africa’s largest carrier and Archer sign agreement to deploy Midnight under the "launch edition" program.
REGENT extends contract with U.S. Marine Corps to demonstrate Seaglider Technology for defense operations.
Beechcraft Denali to make show debut at the SUN ‘n FUN Aerospace Expo.
Airbus showcases hydrogen aircraft technologies during its 2025 Airbus Summit.
AMSL Aero makes aviation history by completing landmark free flight of zero-emissions aircraft “Vertiia”.
This week in history - Te Grumman F11 F Tiger, the world’s first carrier-based supersonic fighter, with United States Navy Attack Squadron 156
Worldwide Incidents and Accidents.
Bonus video - Cliffy Pike RIP and the Giles 202
Setting the Record Straight on SAAF Aircraft Availability
By Ricardo Teixeira and Dean Wingrin www.defenceWeweb.co.za
The South African Air Force (SAAF) is facing a severe operational crisis, with aircraft availability at critically low levels across all divisions. A recent assessment covering the six-month period from September 2024 to March 2025, which defenceWeb has seen, lays bare the extent to which underfunding, maintenance backlogs, and spare part shortages have compromised the force’s readiness.
These issues, compounded by a shrinking defence budget, threaten both domestic security and international obligations.
Aircraft availability is determined based on policy strength, which refers to the number of airframes allocated to a squadron to ensure operational readiness. This figure accounts for maintenance cycles, training needs, and mission requirements. It is vital to note that current policy strength is low to begin with, as current funding does not allow for policy strength to fund full capabilities.
The latest report, which states average availability over six months, reveals that the number of aircraft deemed serviceable falls far below these policy requirements, leaving the SAAF unable to sustain operations effectively.
Helicopter systems, which are crucial for tactical transport, search and rescue, and combat support, are among the worst affected. The Oryx fleet has suffered extensive maintenance delays, with availability ranging from zero to just 44 percent, meaning only 4 out of 13 aircraft are operational, while the fleet consists of 37 total airframes, after two were written off after crashing. Many remain grounded due to overdue servicing or a lack of spare parts.
The A109 light utility helicopter is in a similarly poor state, with some squadrons reporting no operational airframes, resulting in an availability rate of just 11.5 percent (1 out of 9 aircraft, while the fleet stands at 24, excluding 6 airframes involved in accidents).
A rotary wing pilot from the SAAF, who spoke to defenceWeb on the condition of anonymity, noted that operational readiness varies greatly, and is largely dependant on the day. On Tuesday 25 March, two A109 helicopters flew in Durban, and a third underwent a test flight, along with an Oryx, giving an indication of how serviceability changes from day to day.
The Rooivalk attack helicopter, a key asset for combat missions, is currently only 30 percent available, with 2 out of the available 6 helicopters in operation, largely due to aircrew currency issues. The entire Rooivalk fleet is only 11 airframes.
The Rooivalk, in particular, represents a critical capability at risk of being permanently lost if an upgrade programme is not implemented soon. Originally designed for anti-armour and close air support roles, it remains South Africa’s primary dedicated attack helicopter. However, with no significant upgrades since its introduction 25 years ago, and only a small fleet in operation, the platform is now at a crossroads. Spare parts are becoming increasingly scarce, and the avionics, weapon sights, and self-protection systems have reached obsolescence. If an upgrade is not pursued, the aircraft will eventually become unsustainable, rendering the SAAF without an indigenous attack helicopter capability.
A modernisation programme for the Rooivalk is no longer a luxury but a necessity. Without it, the fleet will continue to degrade, and South Africa will lose the ability to deploy attack helicopters for key missions, including peacekeeping operations, counterinsurgency, domestic defence, and survivability over the modern battlefield. The limited number of operational Rooivalk helicopters already constrains mission flexibility, and without intervention, the SAAF will soon find itself unable to field any viable attack helicopter force.
In the transport and maritime sector, the situation is no better. The C-130 Hercules, essential for strategic and tactical airlift and humanitarian operations, is entirely unavailable, with 0 out of 5 aircraft operational, exacerbating logistical difficulties. The C-130 is also the only aircraft available that is able to support South Africa’s international obligations for Search & Rescue (SAR) in South Africa’s huge maritime and aeronautical SAR area of responsibility.
C-130 tail number 401, the oldest of the fleet, originally acquired in 1963, has undertaken several test flights from Waterkloof Air Force Base throughout March, but is not fully operational.
The C-208 and PC-12 aircraft are awaiting servicing, while the Boeing 737 BBJ and Falcon 900, typically used for high-priority government and military transport, remain operational but with limited availability, with only one of each aircraft in service. The two FA-50 aircraft are some of the few exceptions, maintaining a relatively high serviceability rate of 97 percent, though this does little to offset the shortfall in other fleets.
Combat aircraft have fared somewhat better, with the Gripen fleet achieving 54 percent availability (policy is for two aircraft) and the Hawk fleet 71 percent (policy of four aircraft), however, combat readiness varies. These figures are below the ideal operational readiness levels needed for sustained combat operations and pilot training, and again prove the decision to maintain lower levels of readiness due to funding shortfalls.
The report further states there are currently 13 Gripen airframes available and serviceable, under a contract that expires in August 2025. The Hawk fleet is also under a service contract for 12 air frames, until 2029. A total of 26 Gripens and 24 Hawks were originally acquired. One Gripen has been written off and two Hawks damaged in accidents.
Training aircraft availability is particularly concerning, with the Astra (PC-7 Mk II) fleet at the Central Flying School operating at just 9 percent (2 out of 35 upgraded airframes). This shortage of training aircraft threatens the future pipeline of qualified pilots, further weakening the SAAF’s long-term sustainability.
Externally deployed aircraft, particularly Oryx helicopters in the Democratic Republic of the Congo (DRC), are also suffering from major spare part shortages. Only 33 percent of the deployed fleet is currently operational, with just 1 out of 3 helicopters available, significantly impacting South Africa’s peacekeeping commitments. Two Oryx were flown to Entebbe, Uganda, for servicing. A further two Oryx were recently flown to Entebbe to cover for the two DRC examples undergoing servicing. A fifth Oryx (1247) is currently stuck at Goma Airport, having been hit by rebel ground fire while en route to Goma airport on 2 February 2024.
The underlying cause of these capability shortfalls is chronic underfunding, which has plagued the South African National Defence Force (SANDF) for over a decade. According to defence analyst Dean Wingrin, the SANDF has suffered severe budget cuts over the past 15 years, leading to maintenance backlogs, depleted stock levels, and an inability to carry out essential mid-life upgrades. “The SAAF itself has received only a 3.9 percent budget increase to R17.7 billion, which remains below the inflation rate. As a result, even with this nominal increase, the SAAF will not be able to maintain spending parity in the coming financial year,” said Wingrin. Further, he added that “compounding this issue is the fact that military inflation is significantly higher than general inflation, further eroding the real purchasing power of the defence budget.”
Wingrin further explains that while South Africa’s National Defence Policy, as outlined in the 2015 Defence Review, provided a clear framework for military capability development, it was predicated on sustained and adequate funding. Despite receiving Cabinet approval and Parliamentary endorsement, this funding never materialised, leaving the SANDF severely weakened. The defence industry has also suffered, with the decline of Denel and other key contractors contributing to further degradation in maintenance and procurement capabilities.
Since the adoption of the Defence Review in the 2016/17 financial year, the SANDF has experienced baseline budget cuts totalling R39.4 billion. Adjusting for inflation, this represents a staggering R41.58 billion reduction in real terms. Wingrin highlights that “the 2021 Medium Term Expenditure Framework (MTEF) saw an especially drastic cut to the Department of Defence (DoD) budget, resulting in delays to short-term maintenance contracts, reduced stock levels, and the inability to upgrade key military assets. The effects of these cuts are now evident in the SAAF’s declining capability across all operational platforms.”
The recently released DoD budget for 2025/26 stands at R55.94 billion, a nominal increase of just 0.78 percent from the 2024/25 adjusted budget. However, after accounting for an inflation rate of 4.4 percent, this translates to an effective budget reduction of approximately 3.47 percent in real terms. “Given that military inflation is even higher, the true impact is likely to be even greater, further eroding the SANDF’s ability to maintain or improve its operational readiness,” said Wingrin.
The SAAF’s workshop capabilities have also been severely impacted by budget constraints. Maintenance facilities across multiple Air Servicing Units are in a state of decline due to financial shortfalls, forcing the air force to rely more on outsourced services. This not only increases costs but also deprives in-house technical personnel of the necessary experience to carry out complex maintenance tasks, further compounding the long-term capability crisis.
The leadership of the SAAF has acknowledged the severity of these challenges and has proposed urgent measures to address the crisis. However, without immediate and sustained investment in aircraft maintenance, spare parts procurement, and personnel training, the SAAF’s ability to fulfil its obligations—both domestically and internationally—will remain at risk. As the situation stands, the continued erosion of South Africa’s air defence capability could have far-reaching consequences for national security and regional stability.
These consequences were in the public spotlight this week following a News24 report that only six out of 330 SAAF aircraft were operational. However, the SAAF only has 199 aircraft in its inventory, and as can be seen from the above, more than six are operational at present.
According to African Defence Review Director Darren Olivier, “the actual number of aircraft in the SAAF’s operational fleet, meaning those on books of any particular flying squadron, not assigned to the museum, and not up for disposal, is around 150-200, including some that have been placed in storage but not yet fully withdrawn.”
No squadron ever has 100% of its aircraft operational for any sustained period of time, and average SAAF serviceability ranges from 15-20% a year, Olivier said.
Olivier noted that SA Department of Defence spokesperson, Siphiwe Dlamini, got key facts wrong in an interview this week on the state of the SAAF. “As one example, he claimed the SA Air Force had ‘well over 10’ C-130s with 3 airworthy, in reality it only has 6 still on the books with only 1 semi-airworthy.”
PJ Aviation Announces Type Approval for Funke ATR 833S VHF Transceiver in South Africa
PJ Aviation CC is excited to announce that the Funke ATR 833S VHF transceiver has been officially type approved by the Independent Communications Authority of South Africa (ICASA) and is also already EASA certified. This marks a significant milestone for the aviation community in South Africa, offering pilots a cutting-edge solution for their communication needs.
The ATR 833S is a compact and lightweight VHF transceiver designed to meet the modern demands of aviation. Weighing in at under 400 grams, it features a 6W output power housed in a sleek 2 ¼ inch (57 mm) form factor, making it one of the lightest radios in its class. The ATR 833S incorporates state-of-the-art digital signal processing (DSP), ensuring stable and reliable transmission. It satisfies the latest equipage requirements for 8.33 kHz channel spacing, a crucial update for international aviation communications.
Key features of the ATR 833S include dual-watch technology, which allows the monitoring of two frequencies simultaneously, and a built-in voice-controlled intercom with automatic microphone type recognition. It also offers 20 user-definable frequencies and easy recall of the 10 most recently used frequencies, making communication effortless for pilots in various operational environments.
This new development replaces the well-known ATR500 radio, incorporating advanced digital audio processing and a bright two-line LCD display for easy readability. The ATR 833S is an ideal solution for clubs and aircraft owner communities, offering intuitive operation and compatibility with a wide range of cable adapters for simple replacement.
With the ATR 833S now type approved by ICASA, PJ Aviation is proud to offer a robust and modern communication solution to South African pilots, and for VHF Ground Stations.
Dean Polley' Will Showcase a Variety of ADS-B Technology for LSA’s on Saturday at the EAA’s Monthly Meeting at the Auditorium at Rand Airport
If you missed Dean Polley's presentation at Middelburg, the good news is that he will be addressing us at this month's EAA Chapter 322 gathering to be held at the EAA Auditorium on Saturday!
Dean, a leading figure in South Africa in ADS-B transponder technology, will share his extensive expertise on this subject, followed by a Q&A session.
Additionally, Dean will showcase a variety of ADS-B technology for LSA, available for display and purchase.
Please join us for a breakfast from 07h30 - fly in or drive in your landing fees are waivered!
Saturday 5 April 07h30 for 09h00 AA Auditorium Rand Airport Germiston
Vans Aircraft 2025 first quarter update
We’re off to a great start in 2025! We’re gaining momentum as we continue to improve operations, support the RV community, and make significant progress on the RV-15. Here’s a look at what we’ve accomplished in the first quarter and what we’re working on next:
Production & Shipping Efficiencies
So far this year, we’ve shipped 3,430 orders, including parts and kit shipments. To enhance shipping protection, we’ve redesigned packaging for all empennage/tail kits, reducing the number of components arriving damaged. We also negotiated an agreement with ABF Freight, securing up to a 30% discount on many of our freight shipments—savings we’re passing directly to our customers. To improve accuracy, we’ve implemented additional quality checks on every order, reducing inventory errors and ensuring parts arrive as expected.
Manufacturing Updates
We continue to bring more weldments in-house to update weld fixtures and improve quality and consistency. Our welding team has over 110 years of combined expertise and continues to enhance the quality of every build. Additionally, we’ve reorganized and optimized our manufacturing floor, working toward shorter production times, and ultimately reduced lead times for customers. If you haven’t visited Van’s in the past six months, we invite you to stop by for a tour—you’ll see firsthand the improvements we’re making.
Supply Chain & Planning
Our supply chain team remains focused on increasing efficiency, reducing lead times, and strengthening relationships with suppliers and industry partners. We’ve optimized production planning to better meet demand. As a result, all empennage/tail kits are now ready to be packed and shipped within two weeks of order placement.
Aircraft Assembly Division
Did you know we build ready-to-fly RV-12iS aircraft in-house? Demand for the RV-12iS fly-away model continues to grow. Currently, we are producing three RV-12iS aircraft per month, with new orders expected to be delivered in November 2025. We are actively working to increase production capacity and will have more updates soon. The RV-12iS is now being used in 40 flight schools across the country, serving as an outstanding training aircraft for private pilot licenses, IFR ratings, and commercial certificates. For seasoned pilots, it remains an economical, fuel-efficient, and fun-to-fly airplane.
21 Squadron, the South African Air Force’s (SAAF’s) dedicated VVIP and VIP transport unit, fell far short of allocated flying hours in the 2023/24 financial year – its prime asset, the Presidential Boeing 737-7ED, logged just 123 of an allocated 540 hours amid wider serviceability problems affecting the force.
The Boeing Business Jet (ZS-RSA), christened Inkwazi (fish eagle), nonetheless put in more flying hours than other aircraft on the asset strength of the Air Force Base (AFB) Waterkloof unit, according to a written parliamentary reply by Defence Minister Angie Motshekga.
Its 123 hours flown in 2023/24 were more than double the 60.9 hours clocked up by 21 Squadron’s pair of Dassault Falcon 50s (ZS-CAS and ZS-CAQ) that year. The Dassault Falcon 900 (ZS-NAN), according to the Minister’s response, did not fly at all in the 2023/24 financial year. This, the Directorate Corporate Communication (DCC) of the Department of Defence (DoD) told defenceWeb, was because the 12-seater underwent a C check and “logged zero hours”.
One definition has it a C check is a comprehensive, heavy maintenance check that occurs every 18 to 24 months, involving a thorough inspection of the aircraft’s components, systems and structures, often requiring the aircraft to be taken out of service for several weeks.
The four 21 Squadron aircraft were allocated a total of 1 370 flying hours for the 2023/24 financial year and logged a miserly 204.5, of which 20.6 were flown by what the Parliamentary question reply terms was an “Atlas Oryx” helicopter. The reply to Democratic Alliance (DA) National Assembly (NA) point man on defence and military veterans, Chris Hattingh, signed off by Motshekga, further has it zero hours were flown on chartered aircraft in the same period.
Figures for the previous financial year (2022/23) show Inkwazi spent 222.9 hours in the air, more than half her allocated 400 hours moving President Cyril Ramaphosa, Cabinet Ministers and selected VVIPs to undisclosed destinations before returning home to the Centurion air force base. All three of 21 Squadron’s French business jets flew just short of 40 hours against a total allocation of 830 with a 1.8 hour charter and an Oryx putting in a further 64 hours of VVIP and VIP transport duty.
In 2021/22, 1 390 VVIP hours were allocated, while 483 were flown (BBJ: 132 hours; Falcon 900: 8 hours; Falcon 50s: 129 hours; Oryx: 195 hours; and charter: 19 hours). For 2020/21, 1 170 VVIP hours were allocated and 140 hours were flown.
For 2019/20, 1 170 hours were also allocated for VVIP transport, and 748 hours were flown, with the BBJ accounting for the majority at 357 hours. This was followed by the Falcon 900 with 140 hours.
The question of flying hours has been in the news this week as reports emerged that the South African Air Force had just six out of 300 plus aircraft serviceable. However, the SAAF in fact has 199 aircraft in its inventory, of which about 15-20% are serviceable at any time.
Years of chronic underfunding, maintenance backlogs, and spare part shortages have compromised the SAAF’s readiness, leading to low aircraft serviceability rates. These issues, compounded by a shrinking defence budget, threaten both its domestic security and international obligations.
Ethiopian Airlines, Africa’s largest carrier and Archer sign agreement to deploy Midnight under the "launch edition" program
Archer Aviation (NYSE: ACHR) announced today that it has signed an agreement with Ethiopian Airlines, making it the second customer planning to deploy Archer’s Midnight under the “Launch Edition” program. Ethiopian Airlines, Africa’s largest carrier and a proud member of Star Alliance, operates an extensive global network, serving over 140 international destinations across five continents. The two will now work to bring an all-electric air taxi network to the region using Archer’s Midnight aircraft.
Archer plans to deploy an initial fleet of Midnight “Launch Edition” aircraft to Ethiopian Airlines with a team of Archer pilots, technicians, and engineers to support this initial deployment. Archer also plans to provide backend software infrastructure and front-end booking applications to help power urban air mobility operations during the Launch Edition program.
While Archer and Ethiopian Airlines will primarily focus on developing an air taxi network in the region using Midnight, the two are also exploring using Midnight for a broader range of use cases, including eco-tourism.
Archer and Ethiopian Airlines formalized this partnership during a signing ceremony this week in Addis Ababa. The two will continue working with the Ethiopian Civil Aviation Authority (ECAA) to efficiently and safely operationalize Midnight.
Mesfin Tasew, Group CEO of Ethiopian Airlines, said, “We are committed to pioneering advanced air mobility solutions that enhance connectivity and drive sustainable aviation in Africa. Our partnership with Archer Aviation marks an important step in bringing cutting-edge eVTOL technology to Ethiopia. Together, we aim to redefine regional travel and create new opportunities for efficient, eco-friendly transportation."
Archer Founder and CEO Adam Goldstein said, “Last month we announced Abu Dhabi Aviation as our first Launch Edition customer—today we’re following that up with our second, Ethiopian Airlines. Africa presents an untapped opportunity with regards to advanced air mobility, with a variety of compelling use cases that we’ll be exploring together, and I’m proud to be taking a big step forward here alongside Ethiopian Airlines.”
Alastair Curtis, General Manager, Africa, at Archer, said, "This partnership with Ethiopian Airlines represents a transformative step in bringing sustainable and efficient air mobility solutions to Ethiopia and the broader African market. At Archer, we’re committed to working with forward-thinking partners to unlock the potential of eVTOL technology. This is just the beginning of a new era of aviation for Africa."
“U.S. aviation companies have time and again highlighted the best of American quality and innovation, and we’re excited at the opportunity for Archer to make an impact in the region while making America more prosperous through its new agreement with Ethiopian Airlines,” said Nathan Stickney, Commercial Attaché, U.S. Embassy, Addis Ababa.
Archer’s goal is to transform urban travel, replacing 60–90-minute commutes by car with estimated 10–20-minute electric air taxi flights that are safe, sustainable, low-noise and cost-competitive with ground transportation. Archer’s Midnight is a piloted, four-passenger aircraft designed to perform rapid back-to-back trips with minimal charge time between flights.
REGENT Extends Contract with U.S. Marine Corps to Demonstrate Seaglider Technology for Defense operations
REGENT Craft, the Rhode Island-based developer and manufacturer of all-electric seagliders, announced today it has successfully completed its initial contract with the U.S. Marine Corps Warfighting Lab and signed an agreement for a second phase, currently estimated at $10 million with opportunities for extension.
The first phase of REGENT’s work with MCWL, an agreement valued at $4.75 million, included 12 deliverables that demonstrated the technical feasibility of seagliders, starting with the testing of quarter-scale prototype and culminating in the successful start of sea trials of the full-scale Viceroy prototype earlier this month.
The second phase will continue to demonstrate the full-scale seaglider prototype’s technical capabilities. It will also include demonstrations that are applicable to specific defense operations.
“We are incredibly proud to extend our collaboration with the U.S. Marine Corps Warfighting Lab and continue to validate how REGENT’s high-speed, low-signature, low-cost seagliders will enable defense missions,” said Tom Huntley, VP of Government Relations and Defense at REGENT. “The second phase of our agreement will demonstrate their use cases for contested logistics operations in the maritime domain, fulfilling a critical national security need.”
Seagliders provide a fast and efficient solution for defense operations in contested logistics, ensuring the safe and timely movement of personnel and equipment in and out of conflict zones. Their benefits include: The Viceroy seaglider will travel up to 180 mph on routes up to 180 miles. Seagliders take off and land on water, eliminating the need for vulnerable runway infrastructure.
Seagliders are fully rechargeable from shore or ship, ensuring a reliable and resilient energy supply.Flying within one wingspan of the water, seagliders remain below radar and above sonar, and their electric propulsion system minimizes heat and infrared signature. Simple design and fewer parts means significantly reduced operating and maintenance costs for seagliders compared to legacy aviation and maritime platforms.
In January, REGENT broke ground on a manufacturing facility in the Quonset Business Park in North Kingstown, RI, which will come online in 2026 and house seaglider component manufacturing, vehicle final assembly, and pre-delivery testing for the Viceroy seaglider.
Earlier this month REGENT began sea trials of its full-scale Viceroy prototype in Narragansett Bay, RI, and last week the company submitted its Viceroy Design Basis Agreement with the U.S. Coast Guard, advancing the seaglider maritime certification pathway.
Beechcraft Denali to Make Show Debut at the Sun ‘n Fun Aerospace Expo
Textron Aviation today announced the Beechcraft Denali will make its highly anticipated show debut at the 2025 SUN 'n FUN Aerospace Expo, Tuesday through Sunday, April 1-6, in Lakeland, Florida.
The Beechcraft Denali program recently celebrated the Federal Aviation Administration (FAA) certification of the GE Aerospace Catalyst turboprop engine on Thursday, Feb. 27, 2025, marking an important milestone in the Denali program. The program has amassed more than 2,700 flight hours and 1,000 flights across its three test articles.
Additionally, the Cessna Caravan will be on display as Textron Aviation celebrates the 40th anniversary of its first delivery, which took place in 1985. The company will honor this milestone throughout the year by highlighting the aircraft’s significant contributions to aviation and its status as the best-selling single-engine utility turboprop aircraft in the world.
The Caravan is globally renowned for its versatility and ability to support a wide range of missions, from cargo transport and passenger flights to aerial surveying and medical evacuations. Its robust design and short takeoff and landing capabilities make it ideal for operating in remote and challenging environments, such as unpaved runways and mountainous regions. Whether used for commercial operations or humanitarian efforts, the Caravan's reliability and adaptability have made it a trusted choice for pilots and operators around the world.
Airbus Showcases Hydrogen Aircraft Technologies during its 2025 Airbus Summit
During the 2025 Airbus Summit, Airbus provided an update on its roadmap to pioneer the future of commercial aviation in the decades to come, outlining plans to prepare a next-generation single-aisle aircraft that could enter service in the second half of the 2030s, as well as its revised ZEROe project roadmap to mature the technologies associated with hydrogen-powered flight.
At the Summit, Airbus reconfirmed its commitment to bring to market a commercially viable hydrogen aircraft and presented some of the key technology building blocks that will enable the advent of a fully electric, fuel-cell powered commercial aircraft – a pathway which stands out as the most promising, following years of research into hydrogen aviation.
Airbus Head of Future Programmes Bruno Fichefeux says, “Hydrogen is at the heart of our commitment to decarbonise aviation. While we've adjusted our roadmap, our dedication to hydrogen-powered flight is unwavering. Just as we saw in the automotive sector, fully electric aircraft powered by hydrogen fuel cells have the potential in the longer term to revolutionise air transport for the better, complementing the sustainable aviation fuel pathway.”
These technologies were notably showcased as part of a new, notional concept of a hydrogen aircraft powered by four, 2-megawatt electric propulsion engines, each driven by a fuel cell system that converts hydrogen and oxygen into electrical energy. The four fuel cell systems would be supplied via two liquid hydrogen tanks. This concept will continue to be refined over the coming years as additional tests will help mature the technologies associated with hydrogen storage and distribution, as well as with the propulsion systems.
Airbus Head of the ZEROe Project, Glenn Llewellyn adds, “Over the last five years, we have explored multiple hydrogen-propulsion concepts, before down-selecting this fully electric concept. We are confident it could provide the necessary power density for a hydrogen-powered commercial aircraft and could evolve as we mature the technology. In the coming years, we will concentrate on advancing the storage, distribution and propulsion systems, while also advocating for the regulatory framework needed to ensure these aircraft can take flight.”
In 2023, Airbus successfully demonstrated a 1.2MW hydrogen-propulsion system, and in 2024, end-to-end testing of an integrated fuel cell stack, electric motors, gearboxes, inverters and heat exchangers was completed. To address liquid hydrogen handling and distribution challenges in flight, Airbus, in collaboration with Air Liquide Advanced Technologies, has developed the Liquid Hydrogen BreadBoard (LH2BB) in Grenoble, France. Integrated ground testing is planned for 2027 at the Electric Aircraft System Test House in Munich, combining the propulsive bench and hydrogen distribution system for comprehensive system validation.
AMSL Aero Makes Aviation History by Completing Landmark Free Flight of Zero-Emissions Aircraft “Vertiia”
AMSL Aero, the zero-emission aircraft designer and manufacturer, has completed the first free flight of Vertiia, Australia’s first passenger-capable, emission-free, long range electric vertical take-off and landing aircraft (eVTOL) aircraft.
The landmark flight is the first by an Australian-designed and built eVTOL, the new generation of aircraft that take off and land like a helicopter but fly fast and smoothly like a fixed-wing aeroplane. Since the first untethered flight, which took place earlier this month, Vertiia taken off, flown and landed successfully more than 50 times.
Vertiia is the most complex civil aircraft ever developed in Australia. It has been designed to fly up to 1,000km on hydrogen at a cruising speed of 300km/hour with zero carbon emissions, carrying up to four passengers and a pilot.
The historic test flight was performed on battery power by remote control in the Central West region of New South Wales in accordance with Civil Aviation Safety Authority (CASA) regulations. AMSL Aero will begin hydrogen-fuelled flight testing of Vertiia in 2025 having already broken records in 2023 by completing the first tethered battery-powered hover.
This year, AMSL Aero received deposits for 26 Vertiia aircraft orders from civil customers including 20 from Aviation Logistics, which operates the Air Link, AirMed and Chartair brands covering passenger services, aircraft charter, air freight and aeromedical flights across Australia.
AMSL Aero Co-Founder, Chief Engineer and Vertiia inventor Andrew Moore said: “Watching Vertiia take to the sky in free flight was a breathtaking experience for our incredible team of engineers and me. This landmark is proof that the design we pioneered seven years ago works, and it moves us closer to our goal of improving the lives of remote, rural and regional communities in Australia and around the world with an aircraft that conquers the tyranny of distance with zero emissions.”
AMSL Aero Chief Executive Max York said: “Today marks a huge milestone on AMSL Aero’s journey and places the company on a very short list of global leaders in advanced eVTOL development. Very few aircraft companies build a full-scale aircraft and get it safely off the ground. What AMSL Aero has achieved with a small focused team is incredible and shows what can be done when you have a clear vision and amazing talent.”
8 March 1957
The Grumman F11 F Tiger, the world’s first carrier-based supersonic fighter, with United States Navy Attack Squadron 156
The Grumman F11F/F-11 Tiger, a supersonic, single-seat carrier-based fighter aircraft designed and produced by the American aircraft manufacturer Grumman for a time held the world altitude record of 76,939 feet (23,451 m), as well as being the first supersonic fighter to be produced by Grumman.
The Tiger entered service with the U.S. Navy during 1956, and was flown from the carriers Intrepid, Lexington, Hancock, Bon Homme Richard, Shangri-La, Forrestal, Saratoga and Ranger. Frontline use of the Tiger was relatively brief, largely due to its performance being inferior to the competing Vought F-8 Crusader,
A total of 199 Tigers were produced for the United States Navy, with the last aircraft being delivered to the service on 23 January 1959.
South Africa, near Virginia Airport (VIR/FAVG), Durban, KZN: A Cessna 152 experienced an engine failure and made a forced landing at Durban beach front property in the vicinity of Virginia Airport (VIR/FAVG), Durban, KwaZulu-Natal. The sole pilot was not injured and the aircraft was not damaged.
Zambia, Kabesha area, Kasempa District: A The Airplane Factory Sling 4 came down in trees in the Kabesha area, Kasempa District, following activation of the airframe parachute after a loss of engine power in flight. Both occupants were not injured and the aircraft received substantial damage.
France, near Saint-Dizier Air Base (LFSI / BA113), Saint Dizier, Haute-Marne: Two Armée de l'Air et de l'Espace (French Air and Space Force) Dassault Alpha Jet E's, operated by Patrouille de France, collided midair during an aerobatic training flight near Saint-Dizier Air Base (LFSI / BA113), Saint Dizier, Haute-Marne. All three occupants ejected safely and both aircraft were destroyed. One of the planes crashed into a concrete silo and the other “into a swampy wooded area just behind it”, said the mayor of Saint-Dizier.
USA, Gaithersburg-Montgomery County Airport (GAI/KGAI), Westminster, MD: A Mooney M20E Super 21, N1230X, landed gear-up on runway 32 at Gaithersburg-Montgomery County Airport (GAI/KGAI). The airplane conducted a go-around and landed on the same runway about 5 minutes later. Videographic evidence and ADS-B data shows the airplane on a rather uneventful approach to runway 32. The landing gear was not retracted. On touchdown, the propellers contacted the runway.
USA, Brooklyn Park, MN: A Socata TBM700 crashed while on approach to Anoka County–Blaine Airport (ANE/KANE). Video from the ground shows that one resident building was destroyed by fire as a result of the crash. ADS-B data indicates that the plane was on a stable approach to Runway 9 before the aircraft turned sharply left, lost altitude and nose dived almost vertically into the resident building. The sole pilot perished and the aircaft was destroyed. There were several PIREPs issued at the time of the accident for light rime icing.
USA, near Franklin Township, NJ: A Cirrus SR22 GTS G7, N319TM, was destroyed when it carbon crashed in a wooded near Franklin Township, New Jersey. The pilot sustained fatal injuries.
According to ADS-B data, the airplane departed Princeton, New Jersey (39N), at about 1030 and conducted a climbing turn to the northeast. The autopilot was engaged and the climb appeared uneventful. At about 1032, the airplane was at 1750 ft and climbing when the autopilot was disengaged. The airplane descended 150 ft then climbed back to 1750 ft. About 30 seconds later, the airplane entered an abrupt, right descending turn towards 1175 ft (with an average rate of -1600 fpm) before it recovered again and climbed to 1600 ft. A few seconds later, the airplane entered an out-of-control left spiral which was not recovered from.
