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Air Canada Aeroplan and World of Hyatt Launch New Status and Points Partnership
RegulatoryJul 15, 3:34 PM

Air Canada Aeroplan and World of Hyatt Launch New Status and Points Partnership

It's common for airline and hotel loyalty programs to have partnerships, given that those who are frequent flyers are also often frequent hotel guests. Along those lines, we've just seen Air Canada Aeroplan and World of Hyatt launch a new partnership , offering reciprocal status, rewards, and points opportunities, for members who link their accounts . There are some potentially lucrative aspects to this… Details of the new Air Canada & Hyatt loyalty collaboration Air Canada Aeroplan and World of Hyatt members can now take advantage of accelerated earning opportunities and exclusive benefits across both programs. Before I get into this, let me mention that I roughly value Air Canada Aeroplan points and World of Hyatt points equally, which is important to understand, as you consider the value of these opportunities (of course apply your own valuation). Here's what this partnership includes on the points earning and redemption front: Aeroplan members can choose to earn 500 Aeroplan points per Hyatt stay, in lieu of earning World of Hyatt points Aeroplan credit card members with cards issued in Canada can earn World of Hyatt bonus points and additional Aeroplan points on stays at participating Hyatt properties; the catch is that you're forgoing some Hyatt points World of Hyatt members can convert World of Hyatt points into Aeroplan points at a 2:1 ratio, starting at 5,000 points Aeroplan elite members can convert Aeroplan points into World of Hyatt points at a 2:1 ratio, up to 100,000 Aeroplan points per day, or 250,000 Aeroplan points per week Aeroplan members can redeem Aeroplan points for World of Hyatt free night awards, with Category 1-4 free night awards starting at 25,000 Aeroplan points World of Hyatt members can earn a 30,000-point Aeroplan flight reward certificate by redeeming 50,000 World of Hyatt points Perhaps the more interesting opportunity here involves elite status, with fast tracks (eventually) available for both programs: Aeroplan elite members and eligible premium credit card members can unlock World of Hyatt status with a 90-day challenge; Discoverist status requires four nights, Explorist status requires 10 nights, and Globalist status requires 20 nights Aeroplan premium credit card members also receive complimentary Discoverist status, five elite nights toward status annually, and two attempts each year toward a 90-day challenge Later this year, World of Hyatt elite members will get access to an Aeroplan status challenge, but that's not available yet While not status related, World of Hyatt elite members receive an annual C$20 Air Canada flight credit for linking their accounts This enables (inefficient) points transfers between programs Which of these opportunities is actually valuable? More partnerships are generally a good thing, assuming nothing is being taken away (perhaps aside from swelling elite ranks). Ultimately more flexibility with points is something some people value, since some travelers may have a lot of airlines points but not enough hotel points, or vice versa. That being said, just about all of the opportunities here involving points and certificates represent a massive loss in value. When I value points equally, I don't want to transfer them to another program at a 2:1 ratio. Here's where I do see value: If you're a World of Hyatt elite member, a C$20 Air Canada flight credit is better than nothing If you're eligible for the World of Hyatt status challenge, that gets you elite status much faster than the normal pathway; it's interesting how premium card members can even take advantage of that twice per year, which seems… a bit aggressive Later this year we should see an Aeroplan status challenge for World of Hyatt elite members, so that could be interesting as well For now, this partnership is definitely better for Aeroplan members than World of Hyatt members. I suspect World of Hyatt sees growth opportunities in Canada, which is why we're seeing the partnership rolled out in this way. Aeroplan members get a World of Hyatt status challenge Bottom line Air Canada Aeroplan and World of Hyatt have just launched a partnership, offering reciprocal opportunities. There's quite a bit of depth to this, in terms of the number of ways to earn and redeem points, plus the potential for elite status. The catch is that very little here represents good value. The exception is that World of Hyatt elite members can get a C$20 Air Canada flight credit annually, while Aeroplan elite members can take advantage of a World of Hyatt status challenge. What do you make of this Aeroplan and World of Hyatt partnership?

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FAA Expands Approval List For Swift Fuels’ 100R Unleaded Avgas
RegulatoryJul 15, 2:04 PM

FAA Broadens Eligibility for Swift Fuels 100R Unleaded Avgas to Over 1,600 Aircraft Models

On Tuesday, Swift Fuels announced that the Federal Aviation Administration (FAA) has significantly expanded the list of piston aircraft eligible to operate on its 100R unleaded aviation gasoline, adding more than 1,200 engine models and 1,600 airframe models through updates to the fuel’s Supplemental Type Certificate (STC). According to the company, the expanded Approved Model List (AML) includes engines from more than 80 manufacturers, including approximately 395 Lycoming models, 195 Continental models, 95 Curtiss-Wright models, and 95 Pratt & Whitney models. The airframe expansion covers more than 1,600 aircraft models, including approximately 118 Cessna aircraft, 101 Beechcraft models, 98 Piper aircraft, along with aircraft from Mooney, Grumman, Stinson, WACO, Fairchild and others. The expanded approvals represent another step in the FAA’s effort to support the industry’s transition away from leaded 100LL avgas by the end of the decade. Swift said the newly approved aircraft represent about 56% of current U.S. 100LL consumption and mark the first phase of its broader certification plan. The company expects additional approvals for higher-performance engine and airframe combinations during Phase II and Phase III of the program through 2028. The company noted that 100R is currently the only commercially available 100-octane unleaded avgas that both operates under FAA-approved STCs for eligible aircraft and complies with ASTM International’s D8603 production specification. Pilots must obtain a Swift Fuels STC before using 100R in eligible aircraft. Owners who previously purchased the company’s UL94 STC will automatically receive a 100R STC through Swift’s “Forever STC” program at no additional cost. Swift said 100R has been sold commercially for nearly two years at five U.S. and five European airports and that distribution is now expanding. The company expects the initial transition from UL94 to 100R at participating airports to begin this summer, with locations in 29 states, including California, Colorado, Arizona, Florida, Minnesota, Utah and Wisconsin. International availability has also expanded to airports in Canada, Australia, Germany, France, Austria, the United Kingdom and the Netherlands. The company said work continues with the FAA and engine manufacturers to certify the remaining high-performance piston fleet, with additional approvals expected through 2027 and early 2028. The FAA first approved Swift’s original 100R STC in September 2024. Press_Release_-_FAA_AML_Expansion_-_Final-1 Download

Boeing 777-300ER taxiing with early evening light
MRO/MaintenanceJul 15, 2:02 PM

Air New Zealand unveils cabin upgrades for Boeing 777-300ER fleet

Air New Zealand has released the first details of a major cabin upgrade coming to its Boeing 777-300ER aircraft, part of a broader effort to bring a more polished, consistent experience to travelers flying to and from New Zealand. Announced July 15, 2026, the upgrade program will replace the Business Premier and Economy interiors across the airline's 777-300ER fleet, aligning the onboard experience more closely with the retrofitted cabins already flying on its Boeing 787-9 Dreamliners. Chief Customer & Digital Officer Jeremy O'Brien said the investment is designed to keep the airline's product competitive both now and in the years ahead, while also addressing the rising maintenance and production costs tied to aging cabin interiors. #image_title "Our current Business Premier and Economy cabins have served us exceptionally well since we welcomed the first 777-300ER into our fleet in late 2010, however the time is right to raise the bar once again," O'Brien said. He added that the upgrades, paired with the airline's retrofitted Dreamliners, would give the international fleet a more unified look and feel, one that matches the standard of service the airline is known for. O'Brien also pointed to the practical upside of the investment, noting that the 777-300ER remains central to Air New Zealand's international network. Refreshing the interiors, he said, allows those aircraft to stay in service longer while easing the maintenance demands that come with an older cabin. What's changing in Business Premier The redesigned Business Premier cabin will introduce Collins Elevation seats, giving travelers more personal space and privacy in a forward-facing, reverse herringbone layout. According to O'Brien, the new seats bring similar functionality to what's already rolling out across the airline's 787-9 fleet, marking a shift toward a more modern, private flying experience. #image_title Highlights of the new Business Premier cabin include: 44 seats, unchanged from the current layout A 43-inch pitch with seats that convert into a lie-flat bed Doors on every seat for added privacy Sliding privacy dividers on center seats 18-inch inflight entertainment screens with Bluetooth audio connectivity USB A and USB C ports What's changing in Economy Economy passengers will also see a significant refresh, with new ergonomically designed seats from ZIM and upgraded entertainment screens throughout the cabin. #image_title Key features of the new Economy cabin include: 246 seats, two more than the current configuration Economy Stretch seating with a 35-inch pitch Standard Economy seating with a 31- to 32-inch pitch 13-inch inflight entertainment screens with Bluetooth audio connectivity USB C ports Premium Economy will remain unchanged for now, having already gone through its own refresh over the past year, which included new seat covers and cabin curtains. Timeline and seating changes The first Boeing 777-300ER is scheduled to enter the retrofit process in March 2027, with the updated aircraft expected back in service by May 2027. The airline said that the overall layout of passenger accommodation will hold steady at 342 seats, with only minor adjustments to make room for the new Business Premier product. Two Premium Economy seats will be removed, bringing that cabin to 52 seats total, while two Economy seats will be added, bringing that cabin to 246 seats, including 16 Skycouch rows. RELATED Air New Zealand to sell Skynest sleep pods for economy travelers starting May

The Boeing Jet Already Sitting In American Airlines' Fleet That Could Quietly Replace Its 47 Oldest Widebodies
AirlinesJul 15, 2:00 PM

American Airlines Eyes Boeing 787 to Replace Aging 777-200ER Fleet

In June 2026, American Airlines CEO Robert Isom confirmed that his airline has issued formal Requests for Proposals (RFPs) to Boeing and Airbus for a new widebody order. This was unexpected, as American Airlines has increasingly been focused on its domestic network while keeping the long-haul routes to a minimum. What's more, the order is reported to serve as a replacement for the carrier's Boeing 777-200ER fleet, which was previously believed to be slated for full cabin refurbishments. Meanwhile, the contest hardly appears to be competitive.

Can Cross-Country Diversion Invalidate Your Part 141 Training?
RegulatoryJul 15, 2:00 PM

Part 141 Flight Schools Require Approved Airports for Cross-Country Flights to Count

Question: I am a Part 141 flight student working on my commercial certificate. I was on the solo long cross-country flight when I had to divert to another airport because of the weather. When I returned to the flight school and told my CFI what I had done, he said the flight would not count because the airport I diverted to isn't one of the ones we're authorized to use. How can they take that time away from me? READ MORE: When Is the Best Time to Begin Training for an Instrument Rating? READ MORE: Considerations for Mountain Flying Answer: Part 141 flight schools operate using a highly regulated FAA-approved syllabus and Training Course Outline (TCO), which includes a list of approved airports the students can fly to. Deviating from the list without prior permission invalidates the specific flight toward meeting the requirements to complete the Part 141 course. Basically, you'll have to repeat that cross-country flight—only this time going to an approved airport for it to count. The good news is the hours don't magically disappear. They still count toward total flight hours, so make sure you log them. I get that this seems unfair and it is disappointing, but let's look at the bigger picture here: Diverting to avoid weather is sound aeronautical decision-making. Good on you. Ask us anything you've ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer in a future article. Email your questions here .

Safran’s Turbogenerator Will Propel Electra’s Hybrid EL9
Aviation SafetyJul 15, 1:00 PM

Safran's TG600 Turbogenerator Powering Electra EL9 Hybrid-Electric Aircraft

Hybrid-electric aircraft developer Electra on Wednesday announced a "life-of-program" agreement covering the production of turbogenerators for its flagship EL9 Ultra Short. The EL9, designed for operations with only a 150-foot ground roll, will be powered by Safran Helicopter Engines' TG600, which is built around the latter's Arrano gas turboshaft engine. Electra said it placed an initial order for 250 turbogenerators. The companies previously signed a deal for Safran, which is also an investor, to develop the 600-kilowatt electric turbogenerator propulsion system for EL9 prototype aircraft. Now, the TG600 is set to power the real deal. "We've closely evaluated the advanced air mobility market, and we believe the Electra eSTOL [electric short takeoff and landing] aircraft offers groundbreaking capability in a practical design that meets market needs of both today and tomorrow," said Florent Chauvancy, the former executive vice president of OEM sales for Safran Helicopter Engines, in a 2023 news release . On Wednesday, Electra CEO Marc Allen in a statement called the new deal a "defining step forward for Electra and for the future of advanced air mobility." The nine-passenger EL9 is expected to make its debut flight in 2027 or '28, with certification and entry into service by '30. Electra claims to have about 2,200 provisional orders from more than 60 operators. This is not Safran's first foray into electrification. The manufacturer in February 2025 achieved the first type certification for an electric motor for civil aircraft, after the European Union Aviation Safety Agency (EASA) declared its ENGINeUS 100 system airworthy. The engine is designed to provide 100 percent electric power for two-to-four-seat aircraft—such as Diamond Aircraft's eDA40, an early candidate—or hybrid propulsion for 19-seat regional models. Other ENGINeUS 100 customers include Swiss propulsion specialist H55, French manufacturer Aura Aero, and Aura's recently acquired VoltAero subsidiary. BRM Aero and Bye Aerospace intend to install the engine on their respective electric trainers, the Bristell B23 Energic and eFlyer family. At the 2025 Paris Air Show, Safran joined forces with Collins Aerospace and French firms Daher and Ascendance to research hybrid-electric propulsion for six-to-ten-seat aircraft. The consortium is targeting a platform "in the category" of Daher's Kodiak family of single-engine turboprops. The Integration Electra said the TG600 will be the "heart" of the EL9's hybrid-electric propulsion system, which also comprises eight electric engines from supplier Evolito. The Arrano engine around which it is built burns 18 percent less fuel versus "other in-service engines," the company said. The turboshaft will be complemented by two GENeUS electric generators provided by Safran Electrical & Power. In March, AviationWeek reported that Safran Helicopter Engines began assembling the first TG600 unit for Electra's prototype aircraft. Cédric Goubet, the company's president, said in a late 2025 LinkedIn post that it is "ready to launch development and gear up for flight testing." Goubet in a statement Wednesday said the new contract "signifies the official launch of our turbogenerator activities, a promising new chapter that complements our leadership in turboshaft technology." "We believe we have the most advanced and efficient hybrid-electric product in its class, a perfect fit for the EL9 to achieve revolutionary capabilities in new air mobility," he said. According to Electra, the EL9 is designed to move air travel away from airports. Instead, the aircraft will use ultra-short "access points" located on rooftops, parking lots, fields, barges, malls, casinos, or even ski resorts, cutting out unnecessary connections and ground transfers. The manufacturer believes it could save travelers hours on more than 2,600 routes spanning 50 to 265 miles that are suboptimal for driving, but lack routine commercial air service. It estimates 12,000 to 16,000 aircraft will be required to meet demand within the first decade of operation. EL9 access points will require just 150 feet of space for takeoff and landing, an unlock from the aircraft's blown-lift propulsion system. By redirecting airflows toward the ground, the EL9 is designed to take off at a leisurely 35 knots. Electra has already proven the capability on the EL2 Goldfinch, a demonstrator. But Safran's TG600 will be key to validating it with EL9 prototypes and, eventually, the real deal. Like many young aerospace startups, Electra is largely tight-lipped on suppliers, but it has said that Honeywell will provide the EL9's flight control computers and electromechanical actuation systems. Lockheed Martin's Skunk Works is helping design and commercialize the model. Many of the EL9's components and systems, however, are built in house. Electra has obtained several patents for novel portions of the blown-lift propulsion system.

Pilots Cherish Many Rites of Passage
Aviation SafetyJul 15, 12:00 PM

Pilots Honor Time-Honored Rites of Passage from First Solo to Captain Upgrade

Milestones in our lives, such as weddings, graduations, religious ceremonies, and significant birthdays usually involve a celebration. But I'd say nearly every pilot looks at their first solo flight as a major rite of passage they never forget. It marks the first time a person realizes they're truly responsible for their own life. Brush it off or not. It demands a sense of pride. Considerable research ( asking my lunch buddies and checking at Sporty's ) confirms the tradition of the flight instructor cutting off a piece from the back of their student's shirt still happens, even in many of today's mega-flight schools. The practice supposedly began when instructors sat behind their students in tandem trainers like J-3 Cubs with no intercom. When the student did something dumb, the instructor would tug on their shirt and yell or demonstrate what was wrong. When the student began to consistently demonstrate they could fly the traffic pattern and land with no tugs on their shirt, the CFI climbed out and sent the learner around for three solo takeoffs and landings. On landing, the shirt was cut off and inscribed—usually kept forever. This Article First Appeared in FLYING Magazine If you're not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats. Subscribe Now These days, students typically know in advance that they're scheduled to solo on a particular day—weather permitting and having passed all pre-solo requirements like licenses, medicals, and tests. They launch alone from the hangar or tie-down, announce (if it's a controlled field) that this is a first solo, make three takeoffs and landings, and return to the hangar. Well, I'm sorry but I hate that.   Back in the day, I'd work with the student on all the flying basics until finally entering the traffic pattern for takeoff and landing practice. If things didn't progress well, we'd head back out in the practice area and review airspeed and altitude control, stalls, ground reference maneuvers, or whatever. Then back to the airport where we'd concentrate on flying a precise pattern with appropriate airspeeds and a flare-out…but no touchdown. Flying down the runway with reduced power but in level slow flight a few feet off the ground—focusing on the far end—and then going around was an effective way of handling ground shyness. Finally, we'd ease off the throttle, gently raise the nose above the end of the runway, and the main gear would touch. Seeing the delight in the student's eyes was marvelous. READ MORE: Aviation Fuel-ishness Can't Be Overlooked READ MORE: Memories of the Iconic 'Gooney Bird' Stirred After a successful hour or so, I'd slide my seat back and (nearly) close my eyes, pretending I was majorly bored. Finally, I'd announce, "I'm tired of riding around this pattern with you. Let me out at the intersection and make three takeoffs and landings by yourself." The tower was OK with our clearing the runway and letting me out in the grass in the middle of the field, where I would sit, making daisy chains or picking wildflowers, while my fledgling student made circuits and landings. More than once, afterward, they'd clear the student back to the hangar, stranding me in the grass. That involved my climbing up five flights in the tower, uttering a few choice words and calling somebody to pick me up. And, yes, I'd cut part of my student's shirt off in a celebratory ceremony at the hangar. Other past traditions I've heard of are dumping a pail of water over their head, cutting off the necktie (remember those?) or even mashing a cream pie in the face. But fledgling pilots aren't the only aviators who mark upgrades or being "kicked upstairs." The best story I know involved my friend Kevin Uppstrom, a longtime Kalitta Air pilot who hauled freight in DC-3s for years (and taught me so much).   In—mostly—Kevin's words: "Upgrading to captain was a lengthy process involving the completion of ground school, 30-plus hours of confidence-destroying simulator training and a round-the-world ride with a check airman for Operational Experience (OE). You'd make all the calls, do all the planning, deal with any problems, and fly one segment from the right seat. Only then (when the check airman was satisfied or tired of riding with you) would an FAA inspector observe a line check within the United States—the final step in the upgrade procedure. Then you were on your own, a graduate from a three-striper to four.  "I deadheaded on one of our planes to Liege, Belgium, and then downrange to Bahrain, where, after a rest period, I would be flying as aviator in charge with a great crew—a low-key first officer and plumber (flight engineer). Rather than announcing my presence with an 'I'm the captain and you will respect my authority' attitude [definitely NOT a Kevin mentality], I wanted to start off on the right foot. So I planned to meet my crew in the hotel lobby next morning sporting both my three-stripe shoulder boards AND my four-stripe boards—a total of seven boards—on each shoulder of my uniform shirt. The sewing was tedious, somewhat of a challenge, but I got it done. "Next morning, I left the room early to be the first to meet my crew downstairs but, striding across the hotel lobby, I met up with an Atlas [Air] crew who gave me some truly odd looks. I think they thought I was some kind of field marshal. Eventually, my guys showed up and, knowing my sense of humor, smiled as they took in my seven stripes.   "Since we were in the Middle East, where they place an inordinate amount of importance on things like gold braids and stripes, I didn't want to create an international incident with customs. So I demoted myself to a mere four-striper once we boarded the van to the airport. But being the supreme leader was fun while it lasted." Maybe you can understand how much I value Kevin as a person and a pilot. I met him when he was chief pilot, accumulating 16,000-plus hours flying DC-3s, Beech 18s, and a Learjet for a Part 135 freight operation in Middletown, Ohio (KMWO). I was the FAA inspector doing check rides for the company. By the late 1990s that part of the airfreight business was dying, and he was left with a big decision. He made "starting over" with this large airfreight airline based in Detroit and flying worldwide the right one.  Whether it's a first solo or a captain upgrade, these moments stand as hard-earned milestones that define a pilot's journey.  This column first appeared in the June Ultimate Issue 971 of the FLYING print edition.

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Buy American AAdvantage Miles For 50% Off, Best Price Of The Year: Worth It?
AirlinesJul 15, 3:30 PM

American AAdvantage Offers Up to 50 Percent Off Purchased Miles in July Promotion

Buying miles & points strategically can be a good value , especially for first and business class travel. Going back several years, American AAdvantage used to consistently have different promotions on purchased miles each month. However, in 2022, American increased the cost to purchase miles , and seemingly gave up on selling miles , as the program has pretty consistently had the same 35-40% off promotion on buying miles since then, with limited exceptions. With that in mind, American has just launched its best promotion of the year on buying miles. While I wouldn't speculatively buy miles at this cost, there's potentially value to be had. Note that buying AAdvantage miles doesn't count toward your Loyalty Points total (other than any amount you may spend on an eligible credit card). Promotion on purchased American AAdvantage miles Between July 15 and July 22, 2026, American AAdvantage is offering up to a 50% discount (or 100% bonus, if you prefer) on purchased miles . The offer is tiered, and you get a bigger discount the more miles you buy, as follows: Buy 3,000-9,000 miles, receive 500 bonus miles Buy 10,000-29,000 miles, receive 2,500 bonus miles Buy 30,000-89,000 miles, receive 10,000 bonus miles Buy 90,000-150,000 miles, receive 45,000 bonus miles Buy 151,000-299,000 miles, receive 100,000 bonus miles Buy 300,000-499,000 miles, receive 100,000 bonus miles Buy 500,000 miles, receive 500,000 bonus miles As you can see, you need to buy a lot of miles to get the best price! Buy American AAdvantage miles for 50% off How much does it cost to purchase American AAdvantage miles? Ordinarily American sells AAdvantage miles for 3.5 cents each (pre-tax) before factoring in any discounts or bonuses. If you maxed out this promotion and purchased one million AAdvantage miles at a cost of $18,812.50, you'd end up paying a rate of 1.88 cents per AAdvantage mile. Buy American AAdvantage miles for 1.88 cents each As mentioned above, this is the best promotion we've seen from the program so far all year. However, you do need to buy a lot of miles to unlock the best price, and cash is king. How many American AAdvantage miles can you purchase? The American AAdvantage program ordinarily allows members to purchase at most 300,000 miles per account per calendar year, before factoring in any bonuses. However, during this promotion, that cap has been increased to 500,000 miles (before the up to 100% bonus). Note that AAdvantage accounts less than 30 days old aren't eligible to purchase miles. Redeem AAdvantage miles for Cathay Pacific business class Which credit card should you buy American AAdvantage miles with? American AAdvantage processes mileage purchases directly, which means the purchase of miles does qualify as airfare spending . Therefore you'll want to consider using one of the below cards for your purchase, since you'd earn bonus points for airfare purchases . Please add a credit card to compare. Redeem AAdvantage miles for Japan Airlines business class For example, I value Membership Rewards points at 1.7 cents each, so by my math American Express Platinum Card® ( review ) offers an 8.5% return on this spending, given the 5x points category . Is buying American AAdvantage miles worth it? Unlike Delta SkyMiles and United MileagePlus, American AAdvantage continues to publish award charts for travel on partner airlines, and redemption rates are largely quite good, especially for travel in premium cabins on partner airlines. Among the "big three" carriers in the US, I tend to think AAdvantage has the best redemption opportunities. I find the cost of business class redemptions to be excellent in many cases. There are instances where it could make sense to pick up miles during a promotion with a short term use in mind. Just to give a few examples of some of my favorite uses of AAdvantage miles (all redemption rates are one-way): For 57,500 miles you can fly from the United States to Morocco in Royal Air Maroc business class For 60,000 miles you could fly from the United States to Japan in Japan Airlines business class For 70,000 miles you could fly from the United States to most of Asia in Cathay Pacific business class For 70,000 miles you can fly from the United States to India in Etihad business class For 75,000 miles you can fly from the United States to South Africa in Qatar Airways business class Now, unfortunately the catch is that partner award availability is in many instances quite limited. For airlines like Cathay Pacific, Etihad, and Qatar Airways, the airlines now largely restrict premium awards to members of their own frequent flyer programs. So definitely do your research before buying any miles. Redeem AAdvantage miles for Qatar Airways business class On what airlines can you redeem American AAdvantage miles? American Airlines belongs to the oneworld alliance, so you can redeem AAdvantage miles on all oneworld airlines. On top of that, you can redeem miles on some of American's other partner airlines, including Air Tahiti Nui, China Southern, Etihad Airways, and GOL Airlines, among others. Redeem AAdvantage miles for Air Tahiti Nui business class How much are American AAdvantage miles worth? Everyone will value mileage currencies differently, but personally I value American AAdvantage miles at ~1.5 cents each. However, I tend to value points pretty conservatively, and there are many ways to get way more value from AAdvantage miles than that. Do American AAdvantage miles expire? American AAdvantage miles don't expire as long as you have at least some account activity once every 24 months . Eligible activity includes earning or redeeming AAdvantage miles in any quantity. What other ways can you earn American AAdvantage miles? There are lots of great ways to earn American miles aside from outright buying them: There are excellent welcome bonuses on co-branded American AAdvantage credit cards You can convert Citi ThankYou points into American AAdvantage miles You can earn AAdvantage miles with a Bask Savings Account You can earn AAdvantage miles for everyday purchases with programs like AAdvantage Dining and SimplyMiles Redeem AAdvantage miles for Royal Air Maroc business class Bottom line American AAdvantage has just launched its best promotion on purchased miles in quite some time. The program is offering up to a 50% discount on purchased miles, which is an opportunity to buy miles for 1.88 cents each. While I wouldn't speculatively buy miles at this cost, with a specific use in mind, there could be value with this offer. Do you plan on buying American miles with this promotion?

Frontier Airlines Reportedly Loses Canada Player's Luggage
AirlinesJul 15, 2:25 PM

Canadian Soccer Star Alistair Johnston Faces Major Travel Issues with Frontier Airlines

By most measures, Canadian right back Alistair Johnston had a relatively successful 2026 FIFA World Cup. Indeed, the 27-year-old defender started all five of his country's games at the tournament, helping them to keep two clean sheets before eventually being knocked out in the round of 16 by Morocco. However, his travel plans after the World Cup did not pan out so well, as he detailed on social media.

The Boeing Jet Already Sitting In American Airlines' Fleet That Could Quietly Replace Its 47 Oldest Widebodies
AirlinesJul 15, 2:00 PM

American Airlines Eyes Boeing 787 to Replace Aging 777-200ER Fleet

In June 2026, American Airlines CEO Robert Isom confirmed that his airline has issued formal Requests for Proposals (RFPs) to Boeing and Airbus for a new widebody order. This was unexpected, as American Airlines has increasingly been focused on its domestic network while keeping the long-haul routes to a minimum. What's more, the order is reported to serve as a replacement for the carrier's Boeing 777-200ER fleet, which was previously believed to be slated for full cabin refurbishments. Meanwhile, the contest hardly appears to be competitive.

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Why Has the Airbus A220 Replaced the A319neo?
Business AviationJul 14, 1:18 PM

Airbus A220 Outpaces A319neo as Preferred 100-150 Seat Narrowbody

For years, the Airbus A319 occupied an important niche in the European manufacturer’s single-aisle family. It offered airlines the commonality of the larger A320 while providing fewer seats for thinner routes, making it popular with carriers such as easyJet, American Airlines, United Airlines, Lufthansa and British Airways. When Airbus launched the A320neo family in 2010, it naturally included an updated A319neo. Yet, more than a decade later, the smallest member of the family has become little more than a footnote. Instead, the Airbus A220 has emerged as the aircraft of choice in the 100-150 seat market, to the point where Airbus executives are increasingly positioning it as the company’s smallest mainstream narrowbody, leaving the A319neo with only a tiny order book. So why did this happen? The A319neo Was Never Designed for This Market The biggest challenge facing the A319neo is that it wasn’t designed from scratch. Like the A318, A319, A320 and A321 before it, the A319neo is based on a fuselage that first flew in 1987. While the addition of new engines, sharklets and aerodynamic improvements significantly reduced fuel burn, the aircraft remained a shortened version of a larger design. That brings inevitable compromises. The aircraft carries much of the same wing, landing gear and systems as its larger siblings, meaning its structural weight is relatively high for the number of passengers it carries. Those costs are spread across fewer seats than an A320neo or A321neo, making the economics less attractive. By contrast, the A220 was conceived specifically for this market. Originally developed by Bombardier as the CSeries , it was designed around modern lightweight structures, advanced aerodynamics and Pratt & Whitney geared turbofan engines from the outset. Every aspect of the aircraft was optimised for carrying between around 100 and 150 passengers efficiently. Airlines Want Efficiency Above All Else For airlines, cost per seat is everything. Although the A319neo delivers substantial fuel savings over the previous-generation A319ceo, it simply cannot match the purpose-built efficiency of the A220 on many missions. The A220 is lighter, burns less fuel per passenger on typical short- and medium-haul sectors, and offers lower operating costs in the market segment that both aircraft target. For airlines looking to replace ageing Airbus A319s, Boeing 737-700s, Embraer 190s or regional jets, the A220 increasingly became the obvious choice. Passengers Prefer the A220 The A220 hasn’t just won over airlines, it has also become a favourite with passengers. Its five-abreast cabin (2-3 seating) means there is only one middle seat in each row, while wider seats, larger windows, lower cabin noise and generous overhead bins create a noticeably more modern travelling experience. Airbus says the A220 consistently achieves some of the highest passenger satisfaction scores among airline fleets, making it attractive not only for operating economics but also for customer experience. The Market Has Moved Upwards Ironically, another factor has worked against the A319neo: airlines now want larger aircraft. As airports become busier and pilot shortages persist in many regions, airlines increasingly maximise each slot by using larger aircraft. Within Airbus’ own product line, the A321neo has become the runaway success story, attracting the majority of new orders, while the A320neo continues to dominate the middle of the market. The A319neo has effectively been squeezed from both directions. Airlines needing around 140 seats increasingly favour the A220-300, while those wanting more capacity simply move up to the A320neo or A321neo. There is very little room left in the middle for the A319neo. Orders Tell the Story Perhaps the clearest evidence comes from the sales figures. The A319neo has attracted only a handful of orders compared with its larger siblings, with several customers converting their commitments to larger A320neo-family aircraft instead. Today, only a small number are in airline service, primarily with operators in China. The A220, meanwhile, has enjoyed steadily growing success since Airbus took over the former Bombardier programme in 2018. The family has now surpassed 1,000 firm orders and is operated by airlines including Delta Air Lines, Air France, JetBlue, airBaltic, Swiss and Air Canada, with Airbus continuing to ramp up production. Could the A220 Become Even More Important? The A220’s influence may not stop here. Airbus is actively studying a stretched A220-500 , which would add around five additional rows of seating and move the aircraft closer to today’s A320neo in capacity. Airline interest has been strong, and Airbus has indicated it is evaluating what it describes as a relatively “simple” stretch once production of the existing variants reaches higher rates. If launched, the A220-500 could place even greater pressure on the lower end of the A320neo family, reinforcing the A220’s position as Airbus’ dedicated aircraft for the smaller single-aisle market. The Right Aircraft at the Right Time The A319neo isn’t a poor aircraft. In many ways, it is exactly what Airbus intended it to be: a modernised version of a proven airliner. The problem is that the market changed. Airlines no longer wanted a shortened derivative when a clean-sheet alternative existed that offered lower operating costs, a better passenger experience and performance tailored specifically to the 100-150 seat sector. For Airbus, acquiring the Bombardier CSeries programme may prove to have been one of its smartest strategic decisions. Rather than forcing the A319neo to compete in a market for which it was never truly optimised, the manufacturer now has an aircraft purpose-built for the role. As a result, the A220 hasn’t merely complemented the A319neo, it has effectively replaced it.

Markwayne Mullin’s DHS Pushes Ahead With Plans to Start Its Own ‘ICE Air’ Deportation Airline
Business AviationJul 11, 12:19 PM

DHS Advances Plans for Its Own Deportation Airline Named ICE Air

The Department of Homeland Security (DHS) is pushing ahead with plans to create its own ‘ICE Air’ deportation airline, new filings by the federal agency have revealed. Last year, DHS said it planned to buy up to six planes to carry out deportation flights, rather than relying solely on contracted agencies like GlobalX, Omni Air International, and Avelo (the latter of which dumped its ICE deportation contract). In a notice to potential contractors who will help DHS run ICE Air, the agency said it planned to operate Boeing 737 and Gulfstream 650ERs or equivalent “to enable safe, reliable, and secure air operations in support of DHS missions.” The primary missions, however, will be deportation flights, voluntary repatriations, and high-risk charter operations, as well as the deployment of crisis response personnel, and flying senior DHS leaders like Administrator Markwayne Mullin around the country. The contractor for ICE Air will be expected to provide pilots and flight attendants, along with flight nurses and security personnel, when required. According to the document, ICE Air is expected to be operational by July 28, 2027. As it stands, the airline will launch with seven Boeing 737-700s and two C-37B aircraft. DHS says it reserves the right to expand its fleet later into the contract. While DHS has established that it wants to conduct deportation flights around-the-clock, 365 days a year, it still hasn’t worked out whether it wants to operate ICE Air from a single operating base or have the aircraft spread out across multiple airports. One idea that DHS is considering is a ‘hub and spoke’ model, much like commercial airlines fly passengers from regional airports into one of their ‘hubs’ and then back out to the passenger’s final destination. ICE Air was the brainchild of former DHS Administrator Kristi Noem, who spent $200 million of taxpayer money on a pair of "top-of-the-line" luxury Gulfstream G700 private jets. Noem justified the expense on the grounds that they could be used for deportation flights, although they were only then used to fly her around the country.

Embraer Reports Best Second Quarter Deliveries In 16 Years
Business AviationJul 6, 8:19 PM

Embraer Achieves Highest Second-Quarter Aircraft Deliveries Since 2010

Embraer delivered 65 aircraft in the second quarter of 2026, its highest second-quarter delivery total in 16 years, according to a July 2 company report. The total was up from 44 aircraft in the first quarter and from 61 aircraft in the same period last year. The company said the increase was supported in part by its production leveling efforts, which are aimed at spreading deliveries more evenly through the year. Commercial Aviation accounted for 20 deliveries during the quarter, including six E195-E2s, doubling the 10 aircraft delivered in the first quarter. Executive Aviation delivered 45 aircraft, compared to 29 in the first quarter and 38 in the second quarter of 2025. Through the first half of 2026, Embraer delivered 109 aircraft, up from 91 during the same period last year. There were no Defense & Security deliveries during the quarter. Embraer said it continues to expect 80 to 85 commercial aircraft deliveries and 160 to 170 executive aircraft deliveries for the year.

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Safran’s Turbogenerator Will Propel Electra’s Hybrid EL9
Aviation SafetyJul 15, 1:00 PM

Safran's TG600 Turbogenerator Powering Electra EL9 Hybrid-Electric Aircraft

Hybrid-electric aircraft developer Electra on Wednesday announced a "life-of-program" agreement covering the production of turbogenerators for its flagship EL9 Ultra Short. The EL9, designed for operations with only a 150-foot ground roll, will be powered by Safran Helicopter Engines' TG600, which is built around the latter's Arrano gas turboshaft engine. Electra said it placed an initial order for 250 turbogenerators. The companies previously signed a deal for Safran, which is also an investor, to develop the 600-kilowatt electric turbogenerator propulsion system for EL9 prototype aircraft. Now, the TG600 is set to power the real deal. "We've closely evaluated the advanced air mobility market, and we believe the Electra eSTOL [electric short takeoff and landing] aircraft offers groundbreaking capability in a practical design that meets market needs of both today and tomorrow," said Florent Chauvancy, the former executive vice president of OEM sales for Safran Helicopter Engines, in a 2023 news release . On Wednesday, Electra CEO Marc Allen in a statement called the new deal a "defining step forward for Electra and for the future of advanced air mobility." The nine-passenger EL9 is expected to make its debut flight in 2027 or '28, with certification and entry into service by '30. Electra claims to have about 2,200 provisional orders from more than 60 operators. This is not Safran's first foray into electrification. The manufacturer in February 2025 achieved the first type certification for an electric motor for civil aircraft, after the European Union Aviation Safety Agency (EASA) declared its ENGINeUS 100 system airworthy. The engine is designed to provide 100 percent electric power for two-to-four-seat aircraft—such as Diamond Aircraft's eDA40, an early candidate—or hybrid propulsion for 19-seat regional models. Other ENGINeUS 100 customers include Swiss propulsion specialist H55, French manufacturer Aura Aero, and Aura's recently acquired VoltAero subsidiary. BRM Aero and Bye Aerospace intend to install the engine on their respective electric trainers, the Bristell B23 Energic and eFlyer family. At the 2025 Paris Air Show, Safran joined forces with Collins Aerospace and French firms Daher and Ascendance to research hybrid-electric propulsion for six-to-ten-seat aircraft. The consortium is targeting a platform "in the category" of Daher's Kodiak family of single-engine turboprops. The Integration Electra said the TG600 will be the "heart" of the EL9's hybrid-electric propulsion system, which also comprises eight electric engines from supplier Evolito. The Arrano engine around which it is built burns 18 percent less fuel versus "other in-service engines," the company said. The turboshaft will be complemented by two GENeUS electric generators provided by Safran Electrical & Power. In March, AviationWeek reported that Safran Helicopter Engines began assembling the first TG600 unit for Electra's prototype aircraft. Cédric Goubet, the company's president, said in a late 2025 LinkedIn post that it is "ready to launch development and gear up for flight testing." Goubet in a statement Wednesday said the new contract "signifies the official launch of our turbogenerator activities, a promising new chapter that complements our leadership in turboshaft technology." "We believe we have the most advanced and efficient hybrid-electric product in its class, a perfect fit for the EL9 to achieve revolutionary capabilities in new air mobility," he said. According to Electra, the EL9 is designed to move air travel away from airports. Instead, the aircraft will use ultra-short "access points" located on rooftops, parking lots, fields, barges, malls, casinos, or even ski resorts, cutting out unnecessary connections and ground transfers. The manufacturer believes it could save travelers hours on more than 2,600 routes spanning 50 to 265 miles that are suboptimal for driving, but lack routine commercial air service. It estimates 12,000 to 16,000 aircraft will be required to meet demand within the first decade of operation. EL9 access points will require just 150 feet of space for takeoff and landing, an unlock from the aircraft's blown-lift propulsion system. By redirecting airflows toward the ground, the EL9 is designed to take off at a leisurely 35 knots. Electra has already proven the capability on the EL2 Goldfinch, a demonstrator. But Safran's TG600 will be key to validating it with EL9 prototypes and, eventually, the real deal. Like many young aerospace startups, Electra is largely tight-lipped on suppliers, but it has said that Honeywell will provide the EL9's flight control computers and electromechanical actuation systems. Lockheed Martin's Skunk Works is helping design and commercialize the model. Many of the EL9's components and systems, however, are built in house. Electra has obtained several patents for novel portions of the blown-lift propulsion system.

Pilots Cherish Many Rites of Passage
Aviation SafetyJul 15, 12:00 PM

Pilots Honor Time-Honored Rites of Passage from First Solo to Captain Upgrade

Milestones in our lives, such as weddings, graduations, religious ceremonies, and significant birthdays usually involve a celebration. But I'd say nearly every pilot looks at their first solo flight as a major rite of passage they never forget. It marks the first time a person realizes they're truly responsible for their own life. Brush it off or not. It demands a sense of pride. Considerable research ( asking my lunch buddies and checking at Sporty's ) confirms the tradition of the flight instructor cutting off a piece from the back of their student's shirt still happens, even in many of today's mega-flight schools. The practice supposedly began when instructors sat behind their students in tandem trainers like J-3 Cubs with no intercom. When the student did something dumb, the instructor would tug on their shirt and yell or demonstrate what was wrong. When the student began to consistently demonstrate they could fly the traffic pattern and land with no tugs on their shirt, the CFI climbed out and sent the learner around for three solo takeoffs and landings. On landing, the shirt was cut off and inscribed—usually kept forever. This Article First Appeared in FLYING Magazine If you're not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats. Subscribe Now These days, students typically know in advance that they're scheduled to solo on a particular day—weather permitting and having passed all pre-solo requirements like licenses, medicals, and tests. They launch alone from the hangar or tie-down, announce (if it's a controlled field) that this is a first solo, make three takeoffs and landings, and return to the hangar. Well, I'm sorry but I hate that.   Back in the day, I'd work with the student on all the flying basics until finally entering the traffic pattern for takeoff and landing practice. If things didn't progress well, we'd head back out in the practice area and review airspeed and altitude control, stalls, ground reference maneuvers, or whatever. Then back to the airport where we'd concentrate on flying a precise pattern with appropriate airspeeds and a flare-out…but no touchdown. Flying down the runway with reduced power but in level slow flight a few feet off the ground—focusing on the far end—and then going around was an effective way of handling ground shyness. Finally, we'd ease off the throttle, gently raise the nose above the end of the runway, and the main gear would touch. Seeing the delight in the student's eyes was marvelous. READ MORE: Aviation Fuel-ishness Can't Be Overlooked READ MORE: Memories of the Iconic 'Gooney Bird' Stirred After a successful hour or so, I'd slide my seat back and (nearly) close my eyes, pretending I was majorly bored. Finally, I'd announce, "I'm tired of riding around this pattern with you. Let me out at the intersection and make three takeoffs and landings by yourself." The tower was OK with our clearing the runway and letting me out in the grass in the middle of the field, where I would sit, making daisy chains or picking wildflowers, while my fledgling student made circuits and landings. More than once, afterward, they'd clear the student back to the hangar, stranding me in the grass. That involved my climbing up five flights in the tower, uttering a few choice words and calling somebody to pick me up. And, yes, I'd cut part of my student's shirt off in a celebratory ceremony at the hangar. Other past traditions I've heard of are dumping a pail of water over their head, cutting off the necktie (remember those?) or even mashing a cream pie in the face. But fledgling pilots aren't the only aviators who mark upgrades or being "kicked upstairs." The best story I know involved my friend Kevin Uppstrom, a longtime Kalitta Air pilot who hauled freight in DC-3s for years (and taught me so much).   In—mostly—Kevin's words: "Upgrading to captain was a lengthy process involving the completion of ground school, 30-plus hours of confidence-destroying simulator training and a round-the-world ride with a check airman for Operational Experience (OE). You'd make all the calls, do all the planning, deal with any problems, and fly one segment from the right seat. Only then (when the check airman was satisfied or tired of riding with you) would an FAA inspector observe a line check within the United States—the final step in the upgrade procedure. Then you were on your own, a graduate from a three-striper to four.  "I deadheaded on one of our planes to Liege, Belgium, and then downrange to Bahrain, where, after a rest period, I would be flying as aviator in charge with a great crew—a low-key first officer and plumber (flight engineer). Rather than announcing my presence with an 'I'm the captain and you will respect my authority' attitude [definitely NOT a Kevin mentality], I wanted to start off on the right foot. So I planned to meet my crew in the hotel lobby next morning sporting both my three-stripe shoulder boards AND my four-stripe boards—a total of seven boards—on each shoulder of my uniform shirt. The sewing was tedious, somewhat of a challenge, but I got it done. "Next morning, I left the room early to be the first to meet my crew downstairs but, striding across the hotel lobby, I met up with an Atlas [Air] crew who gave me some truly odd looks. I think they thought I was some kind of field marshal. Eventually, my guys showed up and, knowing my sense of humor, smiled as they took in my seven stripes.   "Since we were in the Middle East, where they place an inordinate amount of importance on things like gold braids and stripes, I didn't want to create an international incident with customs. So I demoted myself to a mere four-striper once we boarded the van to the airport. But being the supreme leader was fun while it lasted." Maybe you can understand how much I value Kevin as a person and a pilot. I met him when he was chief pilot, accumulating 16,000-plus hours flying DC-3s, Beech 18s, and a Learjet for a Part 135 freight operation in Middletown, Ohio (KMWO). I was the FAA inspector doing check rides for the company. By the late 1990s that part of the airfreight business was dying, and he was left with a big decision. He made "starting over" with this large airfreight airline based in Detroit and flying worldwide the right one.  Whether it's a first solo or a captain upgrade, these moments stand as hard-earned milestones that define a pilot's journey.  This column first appeared in the June Ultimate Issue 971 of the FLYING print edition.

EASA flight-training overhaul allows use of devices based on ‘capability signature’
Aviation SafetyJul 15, 10:27 AM

EASA revamps flight training simulator rules with new capability-based system

More flexible qualification framework lessens dependence on full-flight simulators. Europe's safety regulator has embarked on an implementation programme after overhauling the qualification framework for flight-simulation training devices. The change shifts away from the previous regulatory structure – founded on fixed device types and levels – to a more flexible capability-based approach, providing more freedom to use systems other than full-flight simulators. This enables training devices to be assessed for "what [they] can actually do", says European Union Aviation Safety Agency (EASA) flight standards director Francesco Gaetani. EASA had previously highlighted the need for a rule change in order to overcome "discrepancies and barriers" that restricted the possibility of obtaining training credits when using different types of training device. It had pointed out that flight-training devices would remain relegated to a limited role, while full-flight simulators dominated the sector, unless the situation was addressed. EASA drew up proposals based on a "capability signature" – essentially a standardised 'fingerprint' of the training device's fidelity levels and features. The new framework has also adapted to account for advances in technology including virtual reality and touchscreen interfaces. "It supports innovation, enables new technologies to be integrated into training and helps ensure that pilots continue to receive effective, high-quality training in an evolving aviation environment," says Gaetani. Approved training organisations will have more freedom to choose simulation devices which are most suited to achieving the necessary training objectives, through an optional 'task-to-tool' methodology. EASA has initiated an implementation support programme, including stakeholder workshops set to begin at its Cologne headquarters in December this year.

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Boeing F-47 sixth-generation fighter jet taxiing on runway at dusk
Military/DefenseJul 15, 12:00 AM

US F-47 Sixth-Gen Fighter Faces $300M Price Tag and Limited Fleet Size

The race to build the first sixth-generation fighter jet is well underway, with the United States and the People's Republic of China competing to be the first to produce a fully combat-capable example. While the People's Liberation Army Air Force made headlines in late 2024 by test-flying two different prototypes, the US program has been quietly testing new designs since 2019. When Boeing was awarded the contract for the F-47 Next Generation Air Dominance in early 2025, the program jumped into the spotlight.

Boeing 737 MAX aircraft taxiing on runway at a major airport in daylight
Military/DefenseJul 14, 7:14 PM

Boeing posts strongest first-half aircraft deliveries since 2018 with 314 jets

Boeing delivered 314 commercial aircraft during the first half of 2026, its highest total for the period since 2018 as production of the 737 MAX continues to recover. The manufacturer handed over 171 aircraft during the second quarter, including 129 737s, 25 787 Dreamliners, 10 767s and seven 777s, Boeing said on July 14, 2026. Its first-half deliveries included 243 737s, 40 787s, 16 767s and 15 777s. Boeing delivered 64 commercial aircraft in June alone, up from 60 in May and 60 during the same month last year, according to company delivery data. The June total included 42 737 MAX aircraft and 13 787s. The stronger pace comes as Boeing raises output of the 737 MAX, its best-selling commercial aircraft. The company is moving monthly production from 42 aircraft toward 47, although deliveries can vary from month to month depending on inspections, customer schedules and work needed on aircraft already built. Boeing's 314 first-half deliveries were 12% higher than the 280 aircraft it handed over during the same period in 2025. Last year's first-half total had already marked a significant improvement after production disruptions and tighter regulatory oversight slowed deliveries earlier in the decade. Airbus remained ahead, delivering 351 aircraft during the first six months of 2026, including 89 in June. That was a 15% increase from the European manufacturer's first-half total a year earlier. Boeing's June 787 deliveries included five aircraft for Riyadh Air that had been delayed by issues involving seat certification. The Saudi carrier began revenue operations in June after receiving its first Dreamliners. The manufacturer also delivered three 777 freighters and five 767s during June. Three of the 767s will be converted into KC-46 aerial refueling tankers by Boeing's defense business. Boeing reported 121 gross commercial aircraft orders and eight cancellations during June, leaving 113 net orders for the month. Its first-half order total stood at 408 after cancellations and accounting adjustments. The company has now recorded 7,206 orders for the 737 MAX family, surpassing the 7,159 orders received for the previous-generation 737NG. Boeing separately reported 35 defense aircraft and satellite deliveries during the second quarter and 65 during the first half. The six-month total included 32 new or remanufactured AH-64 Apache helicopters, eight KC-46 tankers, eight CH-47 Chinooks and five F/A-18-family aircraft. Boeing cautioned that its delivery figures remain preliminary until it publishes its second-quarter financial results on July 28.

South Korea chooses Bombardier Global 6500s for electronic warfare missions
Military/DefenseJul 14, 6:21 PM

South Korea selects Bombardier Global 6500 jets for new electronic warfare fleet

South Korea has selected the Bombardier Global 6500 as the platform for a new pair of electronic warfare aircraft. Korean Air will purchase two Global 6500 business jets from Bombardier for conversion under South Korea's stand-off electronic warfare program, the Canadian manufacturer announced on July 14, 2026. The aircraft will be equipped to disrupt enemy radar, communications and other electronic signals while operating beyond the immediate reach of air and ground threats. Bombardier worked with Korean Air and South Korean defense company LIG Nex1 on the winning proposal. The companies marked the agreement during a signing ceremony in Seoul. Bombardier did not disclose the contract value, delivery schedule or details of the electronic warfare equipment that will be installed aboard the aircraft. "The Global 6500 aircraft is in demand around the world because of its performance and versatility," said Michael Anckner, Vice President of Worldwide Sales at Bombardier Defense. South Korea has now selected the Global 6500 for two separate special-mission aircraft programs. The country previously chose four Global 6500s for an airborne early warning and control fleet led by L3Harris. Those aircraft will carry sensors and mission systems used to monitor the airspace and direct military operations. The latest pair of aircraft will perform electronic attack missions, giving South Korea a planned fleet of six Global 6500-based military aircraft across the two programs. The Global 6500 is powered by two Rolls-Royce Pearl 15 engines. Its range, high-altitude performance and large cabin allow military customers to install sensors, operator consoles and communications equipment without developing a new aircraft from scratch. The business jet has attracted growing interest for surveillance, command-and-control and electronic warfare missions. The US Army also selected the Global 6500 for its High Accuracy Detection and Exploitation System, or HADES, intelligence and surveillance program. Bombardier delivered the first aircraft for that effort in 2024.