Embraer is advancing its commercial efforts on the African continent: a company delegation is currently in Morocco to deepen discussions aimed at the possible incorporation of the KC-390 Millennium multi-mission transport aircraft by the Royal Moroccan Air Force.According to reports from defense-specialized media, the Embraer team arrived in the North African country on April 24. The main focus of the visit is the negotiation of the KC-390. Should an agreement be reached, Morocco would become the first African operator of this aircraft, the largest produced in the Southern Hemisphere. Moroccan interest in Embraer's model had already been mentioned in earlier stages as a potential acquisition.In parallel with the discussions on the military aircraft, and according to reports from our associated media outlet <a href="https://aeroin.net/embraer-avanca-em-negociacao-para-venda-do-kc-390-ao-marrocos/?amp">Aeroin</a>, the Brazilian delegation is also promoting its family of E2 commercial jets. Specifically, the E190-E2 and E195-E2 models are being presented as modernization options for Royal Air Maroc's fleet. The Moroccan flag carrier, which is state-owned, currently operates four first-generation (E1) Embraer E190 aircraft.<section class="noteSuggested" data-id="38283" data-title="Puede interesarte"></section>The Royal Moroccan Air Force maintains a transport fleet composed of fourteen Lockheed C-130H Hercules aircraft. Two of these are KC-130H variants, configured for aerial refueling missions — a critical capability for extending the range of its F-5E Tiger II and Mirage F1 fighters. Embraer's KC-390 offers a modern platform that combines both logistical and tactical transport capabilities, with the added option of aerial refueling.

Embraer intensifies negotiations with Morocco for the KC-390 and seeks to place the E-Jets E2 with Royal Air Maroc

Boeing released its first-quarter 2025 financial results, reporting a smaller loss than analysts had anticipated, driven by an increase in commercial aircraft deliveries following a period hampered by quality issues and production halts late last year.The aerospace giant posted an adjusted loss of $0.49 per share, beating the market consensus of a $1.29 per share loss, according to LSEG data. Quarterly revenue reached $19.5 billion, an 18% increase compared to the same period in 2024 and slightly ahead of Wall Street expectations.A key contributor to the improved results was the rise in commercial aircraft deliveries, which totaled 130 units, up from 83 in the first quarter of 2024. Of these, 105 were 737 models. Boeing reaffirmed its goal of gradually ramping up 737 MAX production to reach 38 aircraft per month by the end of 2025, the current cap set by regulators. 787 production remained steady at five units per month, with plans to increase that to seven this year.Free cash flow, a closely watched metric by investors, stood at negative $2.3 billion. While still in the red, it represents a significant improvement over the negative $3.9 billion from a year earlier and outperformed analysts' expectations of a $3.6 billion shortfall.The results come as the company, under the leadership of Kelly Ortberg, pursues initiatives to strengthen operations and finances. In a message to employees, Ortberg described 2025 as Boeing’s “year of recovery,” pointing to higher deliveries and product improvements as encouraging signs. “We are building better-quality airplanes and delivering them with greater predictability,” he said.<section class="noteSuggested" data-id="38217,38081" data-title="Puede interesarte"></section>As part of its debt reduction strategy, Boeing recently announced the sale of parts of its Digital Aviation Solutions business, including the Jeppesen navigation unit, for $10.55 billion.Despite the progress, Boeing continues to face challenges such as supply chain constraints affecting the entire aerospace industry and ongoing trade tensions between the U.S. and China, a rapidly growing aviation market. The company is also still dealing with the financial aftermath of 2024, a year in which it reported a $11.8 billion loss.The Commercial Airplanes division saw its revenue rise 75% to $8.1 billion, though its operating margin remained negative at -6.6%, an improvement from -24.6% the previous year. Defense, Space &amp; Security reported $6.3 billion in revenue, down 9%, with an operating margin of 2.5%. Global Services held steady with $5.1 billion in revenue and a robust operating margin of 18.6%.Boeing’s total backlog grew to $545 billion at the end of the quarter, including more than 5,600 commercial airplanes awaiting delivery.

Boeing posts smaller-than-expected Q1 loss amid rising aircraft deliveries

Embraer reported a backlog valued at $26.4 billion at the end of the first quarter of 2025 (1Q25), marking an increase over the previous quarter and setting a new record high.The company delivered 30 aircraft during 1Q25—7 commercial and 23 executive jets—representing a 20% increase compared to the 25 units delivered in the same period of 2024. Deliveries in 1Q25 accounted for 13% of the midpoint of Embraer's full-year delivery guidance for 2025 in the combined Commercial and Executive Aviation segments.<h3>Segment Results:</h3>• Commercial Aviation: The backlog stood at $10 billion, a 2% decrease from 4Q24. Embraer delivered 7 aircraft (4 E175 and 3 E195-E2). This figure falls below the five-year average for first-quarter deliveries, highlighting ongoing supply chain challenges. The company noted that two additional deliveries were postponed due to commercial issues. ANA Holdings Inc. placed an order for 15 E190-E2 jets, with options for five more, which are expected to be added to the backlog in the second half of 2025.• Executive Aviation: The segment posted a record backlog of $7.6 billion, up 3% from 4Q24 and a notable 66% increase from 1Q24. Embraer delivered 23 jets (14 light and 9 midsize), marking a 28% rise over 1Q24. According to the General Aviation Manufacturers Association (GAMA), "the Phenom 300 series was once again recognized as the world’s best-selling and most-delivered light jet for the 13th consecutive year."• Defense &amp; Security: The backlog remained steady at $4.2 billion. Uruguay’s Air Force (FAU) converted options for five A-29 Super Tucano aircraft into firm orders. Potential orders from Sweden, Slovakia, Portugal, and Panama are not yet reflected in the official backlog.• Services &amp; Support: The backlog reached $4.6 billion. During the quarter, Embraer signed a spare parts inventory support agreement with Airlink for its fleet of 68 Embraer aircraft, making it the first African customer of the ECIP (Embraer Collaborative Inventory Planning) system.<section class="noteSuggested" data-id="37927" data-title="Puede interesarte"></section>Embraer enters 2025 with an increased total backlog value compared to the previous year. The segment results highlight growth in Executive Aviation and Defense &amp; Security compared to 1Q24, while Commercial Aviation continues to face supply chain challenges. The company anticipates improvements in production later this year and into 2026.

Embraer reports backlog of 26.4 billion dollars in the first quarter of 2025

The U.S. Federal Aviation Administration (FAA) has issued a new final and mandatory Airworthiness Directive (AD)—effective May 27, 2025—affecting all Airbus Canada Limited Partnership Model BD-500-1A11 aircraft, known commercially as the Airbus A220-300. The directive follows a design review that updated the calculated operational loads for certain flight phases, potentially impacting the validity of previous structural repairs.AD 2025-07-04 was issued after structural and stress analyses revealed that operational loads in specific areas of the aircraft needed reassessment. The FAA notes this creates a potential unsafe condition: existing repairs and damage evaluations may have been based on outdated stress data. This could lead to “negative margins” in the aircraft’s load envelopes, potentially compromising structural integrity if not addressed.The directive requires all A220-300 operators under FAA jurisdiction to perform a thorough review of maintenance records to identify any repairs and damage evaluations involving “Affected Structures”, as defined in Airbus Canada Service Bulletins (SB) BD500-530012 (Issue 001 or 002). Operators must determine whether these repairs comply with the revised load requirements and perform necessary corrective actions.Additionally, the AD prohibits the use of certain older Repair Engineering Orders (REOs) as a basis for new structural repairs. However, it clarifies that REOs issued after December 31, 2022, as well as a specific list of validated Generic Repair Engineering Orders (GREOs) detailed in the directive, do not require further review.<section class="noteSuggested" data-id="37871,36287" data-title="Puede interesarte"></section>This FAA action closely aligns with a prior directive issued by Transport Canada (TC)—Canada’s civil aviation authority—under AD CF-2023-70 dated October 5, 2023. Canada is the state of design for the A220, which was originally developed as the Bombardier C Series (CS300) before Airbus acquired the program. The FAA’s Notice of Proposed Rulemaking (NPRM) was based on the Canadian directive and was revised following industry comments, including input from Delta Air Lines, an A220 operator.The FAA estimates that the initial review will take about two labor hours per aircraft, at an approximate cost of $170 USD per aircraft across the U.S. fleet, which currently includes 71 registered aircraft. However, the cost of any required “on-condition” corrective actions has not been estimated, as these will depend on the findings for each aircraft. Some costs may be covered by the manufacturer under warranty.

The FAA requires inspection of structural repairs on Airbus A220-300 aircraft

In a milestone for China’s aerospace industry, the AG600 Kunlong—a large amphibious aircraft developed by the Aviation Industry Corporation of China (AVIC)—has received its type certificate from the Civil Aviation Administration of China (CAAC), marking the start of its transition to mass production and commercial deployment.With a wingspan of 38.8 meters, a length of 38.9 meters, and a maximum takeoff weight of 60 tons, the AG600 is the world’s largest civil seaplane by operational weight. Designed for forest fire suppression and maritime search and rescue (SAR) missions, the aircraft addresses strategic needs within China’s national emergency response framework—but it also has clear implications for military operations across the first and second island chains in the South China Sea.<h3>A national development program</h3>The AG600 project officially began in 2009, involving 22 provinces and cities, 292 enterprises and institutions, and 16 universities. Its first land-based flight took place in December 2017, followed by a water takeoff in 2018 and its first open-sea flight in 2020. By 2023, it had already demonstrated firefighting capabilities.The certification marks not only a technical breakthrough but also a regulatory one, advancing the development of domestic standards for the compliance and certification of civil amphibious aircraft.<figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/04/avic_ag600.jpeg" alt="AVIC AG600"><figcaption>Ph: AVIC</figcaption></figure>AVIC expects to receive the production certificate before August, with the first deliveries slated for October. The AG600 is built on a “one platform, multiple variants” model, allowing for future adaptations to roles such as maritime environmental monitoring, tactical island transport, or offshore resource surveillance.<h3>A multifunctional platform</h3>The AG600 is China’s first large, purpose-built civil aircraft developed under civil airworthiness regulations. Besides being a symbol of industrial capability, it offers a practical solution to the logistical challenges posed by China’s diverse geography—from mountainous regions to vast coastal zones.Its amphibious configuration—a streamlined upper fuselage with a boat-like hull—enables operation from both conventional runways and bodies of water, including seas with wave heights up to two meters. Dual four-meter-long side floats ensure stability during water taxiing.Powered by four domestically produced WJ-6 turboprop engines, the aircraft features a retractable tricycle landing gear, reinforcing its operability in hard-to-reach environments.The AG600 can fly at low altitudes—between 30 and 50 meters—at speeds of just 220 km/h, ideal for precise aerial water drops. It can load up to 12 tons of water in 20 seconds and release it across areas exceeding 4,000 square meters in a single pass.In SAR operations, it can evacuate up to 50 people in a single mission—even under adverse weather conditions—thanks to its 4,500 km range and 7,600-meter service ceiling.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/04/ag_600.jpeg" alt="AG 600"><figcaption>Ph: AVIC</figcaption></figure><h3>Military potential and tensions in the South China Sea</h3>Though conceived as a civilian platform, the AG600’s features make it a dual-use asset with significant military applications. Its ability to take off and land at sea makes it especially suitable for operations in remote island areas such as the disputed Paracel, Spratly, and Scarborough reefs in the South China Sea, as well as the Senkaku (Diaoyu) Islands in the East China Sea and the Taiwan-adjacent region.The aircraft’s tactical value lies in its versatility: it can be used for logistical resupply of forward outposts, medevac, rapid personnel deployment, or maritime patrol in sensitive zones. Its modular design supports potential future adaptations for maritime surveillance, anti-submarine warfare (ASW), or enforcement of exclusive economic zones (EEZs).These capabilities take on heightened relevance amid growing geopolitical tensions in the Indo-Pacific. China’s expansive territorial claims—rooted in so-called “historical rights” and mapped via the controversial “Nine-Dash Line”—are contested by several regional actors, including Vietnam, the Philippines, Malaysia, Brunei, Taiwan, and Japan.Meanwhile, the U.S. and its allies have intensified freedom of navigation operations and strengthened their military presence across the so-called “first island chain,” as part of a broader strategy to counter China’s maritime expansion. In this context, the AG600’s operational deployment could bolster China’s logistical reach and strategic mobility in contested island zones—without relying on conventional runways.

China certifies its giant amphibious aircraft AG600 Kunlong

The aerospace industry still vividly remembers the supply chain tensions triggered by a 2023 fire at a key Boeing supplier. Although the U.S. manufacturer managed to avoid an immediate disruption in 737 MAX production, the incident highlighted the vulnerability of supply chains and came amid ongoing challenges for Boeing.In February 2023, a major fire severely damaged the facilities of SPS Technologies in Jenkintown, Pennsylvania. SPS was a critical, and in some cases sole, supplier of specialized fasteners—high-strength nuts, bolts, and rivets—used in aircraft assembly, including crucial components like the Boeing 737 MAX landing gear.Initial fears centered on the disruption of supply for these highly specialized parts, which are difficult to replace quickly due to lengthy certification processes. Many in the industry worried this could halt or slow down the 737 MAX production line—a program essential to Boeing's revenue but already under scrutiny for previous issues.Boeing and other major aerospace players, including Airbus and GE Aerospace, responded quickly, assessing the impact and actively seeking alternative sources. While reports indicated Boeing successfully secured new stock and avoided an immediate shutdown, the incident underscored the risks of relying on single-source suppliers for critical components. It also drove up demand—and potentially prices—for other fastener manufacturers like Howmet Aerospace and LISI Aerospace.Although the specific crisis caused by the SPS fire in 2023 was managed, Boeing continues to face setbacks in its 737 MAX program. Supply chain issues persist, affecting not just fasteners but also other key components such as fuselages provided by Spirit AeroSystems.Additionally, scrutiny over quality and safety intensified significantly after incidents like the door panel blowout on an Alaska Airlines flight in January 2024. This led to tighter oversight by the U.S. Federal Aviation Administration (FAA), which capped the monthly production rate of the 737 MAX at 38 units until Boeing demonstrates sustained improvements in quality control and safety culture.Boeing’s ambitious plans to ramp up MAX production—aiming to exceed 40 units per month—have repeatedly been delayed, hampered by this mix of supply chain disruptions and, more critically, the regulatory demands for quality&nbsp;

Boeing, the 737 MAX and the (avoided) screw crisis

Airbus is in the final stages of launching its second final assembly line (FAL) dedicated to the A320neo family at its facility in Mobile, Alabama, United States. The new line is expected to be fully operational by the third quarter of this year, strengthening the European manufacturer's production capacity in a key market.The confirmation came from Robin Hayes, CEO of Airbus Americas, during an interview at the MRO Americas conference in Atlanta. Hayes noted that the company is accelerating the installation process and expects it to be up and running soon, marking an expansion of Airbus's industrial footprint on U.S. soil.The Mobile plant, which recently celebrated its 10th anniversary, initially began with a single assembly line for the A320 family. In 2020, it added a line for the A220, complementing production of that model, which also takes place in Mirabel, Canada. The plan for this second A320neo line was originally announced in 2022, with a target launch in the second quarter of 2025. That timeline has now been slightly adjusted to the third quarter.<h3>Challenges in A220 Production</h3>According to a report by our partner site Aeroin, Airbus is reaffirming its goal of reaching a production rate of 14 A220 aircraft per month by 2026, combining output from the Mirabel and Mobile facilities. However, current figures underscore the challenge: only 17 A220s were delivered in the first quarter of 2025, and a total of just 75 were delivered throughout 2024.These expansion efforts come as Airbus, like the rest of the aerospace industry, continues to grapple with persistent global supply chain issues exacerbated by the Covid-19 pandemic. These difficulties impacted 2024 deliveries, when Airbus delivered 766 aircraft—falling short of its initial target of 800. For 2025, the manufacturer has set a goal of 820 deliveries, and Hayes expressed optimism about reaching it.<h3>Pratt &amp; Whitney Engines Not the Current Bottleneck</h3>A key point highlighted by Hayes is that current production constraints are not due to a shortage of Pratt &amp; Whitney engines—specifically the PW1100G powering the A320neo and the PW1500G for the A220. Despite well-documented issues related to the recall of faulty metal components affecting engines in service and causing airline disruptions, Hayes confirmed that Pratt &amp; Whitney is on schedule with deliveries of new engines for Airbus production lines. This suggests that the current bottlenecks lie in other components or factors within the complex supplier network.&nbsp;

Airbus Nears Completion of Second A320neo Assembly Line in Alabama

Airbus has received certification from the European Union Aviation Safety Agency (EASA) for a new performance upgrade package for its popular widebody aircraft, the A330neo. Announced on April 9, the package—dubbed “Step 4”—is designed to enhance the takeoff and initial climb performance of the A330-900, offering airlines greater payload flexibility, particularly at performance-restricted airports. German carrier Condor will be the first to operate aircraft equipped with these enhancements.Since entering service in late 2018, the A330neo has undergone several incremental updates. The new “Step 4” package, available on new-build aircraft from late 2025 or early 2026, improves low-speed performance by maximizing lift and reducing drag—without requiring additional thrust from the Rolls-Royce Trent 7000 engines.<h3>Key “Step 4” improvements include:</h3><ol><li>Enhanced Take-Off Configurations (ETOC): Four new intermediate flap and slat positions (1B, 2B, 2C, and 3B) are added to the existing five. Pilots select these via the Multifunction Control and Display Unit (MCDU) in the cockpit, allowing fine-tuned aerodynamic configurations based on conditions such as runway length, aircraft weight, temperature, altitude, and nearby obstacles. The flap lever itself remains unchanged.</li><li>Optimized Landing Gear Retraction Sequences: New actuators and hydraulic controls reduce the main landing gear retraction time by approximately 0.8 seconds and door opening/closing cycles by 0.2 seconds.</li><li>Automatic Landing Gear Door Opening (ALGDO): Enables earlier gear retraction after takeoff—especially in the event of an engine failure—helping to reduce the time the aircraft flies in a high-drag configuration.</li></ol><h3>Tangible Benefits: More Payload, More Flexibility</h3>These upgrades translate directly into a higher Maximum Take-Off Weight (MTOW). Airbus reports an average MTOW increase of 2.6 metric tons, with gains of up to 4 to 6 or even 7 tons in more performance-constrained airports, according to the latest EASA certification.This means more payload capacity—whether for passengers, cargo, or fuel—which can extend range or improve route profitability. Airports like Madrid, Minneapolis, Réunion, Düsseldorf, Gatwick, Mumbai, and notably Bogotá in Latin America are among those expected to benefit significantly.Condor, a key A330neo operator, has been confirmed as the launch customer for the “Step 4” package. The airline actively participated in simulator testing and will be the first to fly the upgraded A330-900.<h3>Potential Impact in Latin America</h3>These enhancements are especially relevant for Latin American carriers, a region known for its operational challenges:<ul><li>“Hot and High” Airports: The ability to increase MTOW without additional engine thrust is critical for operations at high-altitude or high-temperature airports like El Dorado (BOG) in Bogotá or Viru Viru (VVI) in Santa Cruz, Bolivia. This would allow airlines such as Azul (an existing A330neo operator) or potential future adopters like Boliviana de Aviación or Aerolíneas Argentinas to operate with fewer payload restrictions on these routes.</li><li>Long-Haul Routes: For transatlantic or North American flights operated by carriers like Azul or Aerolíneas Argentinas, additional payload or fuel capacity can significantly enhance route economics and flexibility.</li><li>Obstacle Clearance Margins: Improved climb gradients thanks to quicker gear retraction are especially beneficial at airports surrounded by challenging terrain.</li></ul>Aerolíneas Argentinas, which previously considered replacing its long-haul A330-200s with A330-900s, shelved the plan following a change in government. Still, the airline’s ongoing long-haul operations could greatly benefit from a fleet update, and the new Step 4 package reinforces the A330neo’s strategic value in any sensible renewal program.<section class="noteSuggested" data-id="19548" data-title="You might be interested"></section>The Step 4 improvements apply only to new-build A330-900s delivered from late 2025 or early 2026. They will not be automatically retrofitted to existing A330-200/-300 (ceo) or earlier A330-900neo aircraft unless Airbus introduces a dedicated retrofit program, which would involve hardware and software modifications at the airline’s discretion.

Airbus improves A330neo performance: the best solution for Latin America's widebody needs?

Airbus has reclaimed the top spot in the commercial aircraft delivery race so far this year, surpassing Boeing with a strong performance in March. The European manufacturer delivered 71 aircraft last month, bringing its total for 2025 to 136, compared to Boeing’s 130 over the same period.After a slower start to the year—with just 65 deliveries in January and February combined—Airbus ramped up production in March. Last month’s deliveries included:<ul><li>10 A220 family aircraft (nine A220-300s and the first A220-100 of the year, delivered to ITA Airways).</li><li>52 A320neo family aircraft (34 A321neo and 18 A320neo).</li><li>2 A330neo jets (both A330-900s, one for Cebu Pacific and another for CIT Leasing).</li><li>6 A350s (all A350-900 models).</li></ul>Despite the rebound, Airbus’s Q1 2025 deliveries (136) slightly trail the 142 aircraft delivered during the same period in 2024. The company remains committed to its full-year target of 880 commercial aircraft deliveries by the end of 2025.<section class="noteSuggested" data-id="37924" data-title="Puede interesarte"></section>In addition to leading in deliveries, Airbus also outpaced Boeing in new orders in March, booking 221 gross orders for the month. This brings its 2025 gross order total to 280 aircraft. After accounting for 76 cancellations, the net total for the year stands at 204 aircraft.Among the most notable deals were 70 A320neo family aircraft for BOC Aviation, another 50 for Jackson Square, and nine aircraft (A350-1000s and A321neos) for Eva Air. Two significant agreements with undisclosed customers also emerged: one for 40 A321neos and another for a 42-aircraft package consisting of 13 A320neo, 17 A321neo, 6 A350-900, and 6 A350-1000.In a long-expected update to its order book, Airbus formally removed the order for 72 A320neo aircraft from India’s Go First, which ceased operations and entered bankruptcy proceedings in 2023.

After a strong March, Airbus once again surpasses Boeing and regains the lead in commercial aircraft deliveries

Pratt &amp; Whitney (P&amp;W) is launching a new 3D printing-supported manufacturing process for its GTF PW1000G engines, while also announcing a major expansion of GTF maintenance capabilities through a partnership with Delta Air Lines.These initiatives, focused on the aftermarket, come as P&amp;W and other engine makers work to address supply chain issues that have limited engine servicing capacity. P&amp;W has also been affected by the grounding of some GTF engines due to systemic manufacturing problems.On April 8, the company revealed it has developed a new additive manufacturing process to repair the internal housings of GTF engines. The process, which addresses seal wear, will “reduce turnaround time by more than 60%” compared to the previous repair method, according to <a href="https://aeroin.net/pratt-whitney-introduz-processo-de-reparo-com-peca-impressa-em-3d-direto-no-motor-do-aviao/">Aeroin</a>, a media partner.Kevin Kirkpatrick, P&amp;W’s vice president of aftermarket operations, called it “a significant repair using additive manufacturing on a structural component… it’s a much more efficient way to restore a part.”The traditional repair involves cutting the "ring" section from the inner housing and welding in a new one made from forged metal. However, this method is “very costly” and generates high heat that can compromise components, meaning the repair can only be performed once, Kirkpatrick noted.The new 3D-printed repair still involves removing the ring, but instead of welding a replacement, the ring is rebuilt layer by layer onto the housing using metal powder and lasers, through a process known as Directed Energy Deposition (DED).Kirkpatrick emphasized that this repair is unrelated to the PW1000G recalls caused by manufacturing defects. In addition to being more affordable, the 3D method is much faster, repeatable multiple times, and frees up forging capacity for other parts—helping to ease ongoing material supply constraints.P&amp;W’s in-house tech incubator, the North American Technology Accelerator, developed the process and has brought it to Technology Readiness Level 6, meaning it is considered “ready for production.”Currently, a P&amp;W facility in Arkansas performs a few dozen ring repairs per month using the traditional method. This site will be the first to switch to 3D printing and is expected to reach full production readiness in the first quarter of 2026.“P&amp;W is currently working to industrialize the repair, which will then be scaled and implemented across the global GTF MRO network,” the company said. It estimates that additive repair methods will save $100 million over five years.In addition, P&amp;W announced an agreement with Delta under which Delta TechOps will increase its maintenance capacity for PW1500G engines—used on the A220—at its Atlanta facility by 30% over the next decade. P&amp;W expects this expansion will enable the site to service up to 450 PW1500G engines annually. The agreement was finalized late last year.

Pratt & Whitney introduces a repair process using a 3D-printed part

Airbus has revealed a new First Class cabin concept for its A350-1000 model at the Aircraft Interiors Expo in Hamburg, responding to growing demand from airlines for premium onboard products.The concept, named “First Class Experience”, is being showcased using augmented reality (AR) at the Airbus stand, offering visitors a three-dimensional, immersive look at the aircraft manufacturer's vision for a high-end cabin experience.At the heart of the new design is the First Class Master Suite, a centrally positioned cabin between the two aisles. Designed in-house by Airbus, this suite is intended for two passengers and features exclusive access to a private bathroom, dressing area, bar, and double bed.<figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/04/concepto_de_first_class_para_el_airbus_a350_1000_imagen_airbus_2.jpg" alt="Concepto de First Class para el Airbus A350-1000 (Imagen: Airbus)"><figcaption>First Class concept for the Airbus A350-1000 (Image: Airbus)</figcaption></figure>To enable this configuration, Airbus implemented a “1-1-1” layout—three suites per row—which required a reallocation of space between the aircraft’s front doors. The company explained that elements like lavatories and storage compartments have been relocated outside the main passenger area and concentrated into a new central module situated behind Door 1 and in front of the flight deck.<figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/04/concepto_de_first_class_para_el_airbus_a350_1000_imagen_airbus.jpg" alt="Concepto de First Class para el Airbus A350-1000 (Imagen: Airbus)"><figcaption>First Class concept for the Airbus A350-1000 (Image: Airbus)</figcaption></figure>Additionally, access to the front crew rest area has also been moved to this central module, a change that Airbus says improves privacy and minimizes disruptions for First Class passengers.“The A350-1000 is ideal for hosting premium cabin products thanks to its width and high ceilings,” the company stated in its announcement. Airbus claims these attributes allow for sculpted ceiling panels and a welcoming light feature at the aircraft’s entry, enhancing the overall sense of space and comfort.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/04/concepto_de_first_class_para_el_airbus_a350_1000_imagen_airbus_1.jpg" alt="Concepto de First Class para el Airbus A350-1000 (Imagen: Airbus)"><figcaption>First Class concept for the Airbus A350-1000 (Image: Airbus)</figcaption></figure>“The intention behind presenting this concept in AR is to inspire potential customers and demonstrate how the new central module allows for a true First Class cabin integration in the A350-1000,” Airbus added. The manufacturer also noted it is open to airline feedback to refine the design.

Airbus Unveils New First Class Cabin Concept for A350-1000

Airbus has announced that Air Canada will be the launch customer for the new Airspace cabin on its A220 aircraft, with deliveries expected to begin in early 2026.The updated cabin design introduces a range of new features, most notably the Airspace XL overhead bins, which offer a 20% increase in volume, are 10% lighter, and are intended to speed up turnaround times by simplifying the boarding and baggage process. The new bins will accommodate up to 15% more carry-on luggage, equivalent to 19 additional bags on the A220-300, according to Airbus.In addition to the expanded bins, the Airspace cabin includes enhanced LED lighting features, with an optional third light strip below the bins, as well as a redesigned Passenger Service Unit (PSU) developed in line with the Airspace design standards."The A220 has already become a favourite among our customers, and we’re thrilled to be the launch customer for the next cabin evolution of this Canadian-designed and assembled aircraft," said John Moody, Managing Director of Onboard Product at Air Canada. "The introduction of larger overhead bins on future A220s means more space for your belongings, quicker boarding, and an even better experience on board."Ingo Wuggetzer, Vice President of Cabin Marketing at Airbus, added: "We are extremely happy to launch the A220 Airspace cabin with Air Canada and very proud the Canadian flag carrier is introducing our latest innovation to support its fleet renewal programme."Airbus states that the Airspace cabin for the A220 aims to offer a more consistent experience across its fleet, bringing widebody-style comfort to single-aisle aircraft. According to the manufacturer, the new design will reduce structural cabin weight by approximately 300 pounds, improve operational efficiency, and minimize maintenance requirements due to simplified mechanisms.<section class="noteSuggested" data-id="37649" data-title="Puede interesarte"></section>Retrofit options will be available for current A220 operators in the coming years, while line-fit installations are scheduled to begin in late 2025.With the most recent order included, Air Canada now has 65 firm orders for the A220-300. The airline expects the first aircraft featuring the Airspace XL bins to enter service by early 2026, with the new cabin design becoming standard later that year.The Airspace cabin for the A220 has also been named a finalist for the 2025 Crystal Cabin Award in the Passenger Comfort category. Winners will be announced on April 8, 2025, during the Crystal Cabin Award Gala in Hamburg.

A220 Gets Airspace Cabin; Air Canada Named Launch Operator

Turkish Aerospace and Embraer have signed a Memorandum of Understanding (MoU) to explore potential industrial cooperation between the two companies regarding the E2 commercial aircraft.Embraer is actively seeking new suppliers and strategic partners worldwide to meet the growing demand for its aviation products. Turkish Aerospace aims to leverage its strategic capabilities in the manufacturing and assembly of metal and composite structures, final fuselage assembly, components production, test and production flights, and aircraft painting.The agreement, first reported by LATAM aviation media partner <a href="https://aeroin.net/embraer-fecha-parceria-com-fabricante-aeroespacial-turca-que-desenvolve-caca-de-5a-geracao/">AEROIN</a>, marks the beginning of a collaboration phase between Embraer and Turkish Aerospace to explore a comprehensive industrial partnership, including Research and Development (R&amp;D). Turkish Aerospace (TUSAŞ) already supplies aerostructures to major manufacturers such as Airbus, Boeing, Bombardier, Leonardo, Lockheed Martin, and Northrop Grumman.The MoU was signed by Mustafa Gursoy, Executive Vice President of Turkish Aerospace, and Francisco Gomes Neto, President and CEO of Embraer, during the LAAD Defence &amp; Security 2025 expo in Rio de Janeiro. The signing ceremony was also attended by Geraldo Alckmin, Vice President of Brazil and Minister of Development, Industry, Trade and Services; Muhammet Kasım Gonullu, Turkey’s Deputy Minister of Industry and Technology; and Şuay Alpay, Vice Chairman of the Board at Turkish Aerospace.“This memorandum is a significant milestone for Turkey’s defense and aerospace industry. We aim to further strengthen our technological capabilities and shape the future of aviation through our collaboration with Embraer. By combining our strengths, we are not only building for today, but also laying the foundation for tomorrow’s aerospace ecosystem,” said Mehmet Demiroğlu, CEO of Turkish Aerospace.“Embraer is excited about these meaningful opportunities with Turkish Aerospace. Their expertise in aerospace manufacturing and assembly aligns perfectly with our strategic goals. This Memorandum of Understanding is an important step in exploring innovative solutions and expanding our global presence,” added Francisco Gomes Neto, President and CEO of Embraer.

Turkish Aerospace and Embraer sign MoU to explore industrial cooperation on E2 commercial aircraft

State-owned corporation Rostec has announced the planned delivery of two new Tu-214 aircraft in 2025. According to news agency TASS, since early 2022, production of the Tu-214 at Kazan Airport has focused on limited series for special clients, rather than commercial operations.This is due to Russian airlines having opted for foreign-built aircraft in recent years. Currently, Rostec stated that most of the active Tu-214 contracts are with government clients, with one also signed with a leasing company.“There are still not many aircraft designated for commercial use. In our view, this indicates that the market is starting to develop. There is discussion about the need for Russian-built aircraft, but practical action from airlines remains limited so far,” Rostec added.The company also highlighted that, depending on customer demand, production of the Tu-214 could be expanded. “Inevitably, we will strengthen our work with airlines and promote the Tu-214 more actively in the market. The aircraft has good potential. Currently, the Kazan factory is increasing its capacity, which will allow us to ramp up production,” Rostec stated, according to reporting by <a href="https://aeroin.net/estatal-russa-anuncia-que-havera-a-entrega-de-dois-novos-avioes-tu-214-ao-longo-do-ano-de-2025/">AEROIN</a>.Meanwhile, according to Russian newspaper Vedomosti, citing sources familiar with the program, the Kazan plant —part of the United Aircraft Corporation, under Rostec— is not expected to build and deliver four Tu-214 aircraft to airlines before the end of 2025.As part of its aviation industry development strategy through 2030, the Russian government plans to deliver 990 civil aircraft. The targets include: 142 SSJ New, 270 MS-21-310, 51 Il-114-300, 113 Tu-214, 12 Il-96-300, 105 TVRS-44 Ladoga, 158 Osvey (LMS-192) and 139 Baikal (LMS-901).

Russia to deliver two new Tu-214 aircraft in 2025, says Rostec

In the future, aircraft with long, slender wings supported by aerodynamic braces could help airlines save on fuel costs. However, these wings might be susceptible to ice formation. Therefore, NASA researchers are currently working to determine if this issue exists and how it could be addressed.At the historic Icing Research Tunnel at NASA's Glenn Research Center in Cleveland, scientists and engineers are testing a concept for a transonic wing with a truss-braced structure (TTBW – Transonic Truss-Braced Wings). Their goal is to collect important data to inform the design of these efficient aircraft for the future.A transonic wing with a truss-braced structure generates less drag during flight compared to current aircraft wings, which means the aircraft requires less fuel. However, this revolutionary design could make the wing more prone to ice formation, so it must undergo a series of rigorous tests to ensure its safety and performance, according to our partner outlet, <a href="https://aeroin.net/nova-asa-para-as-futuras-aeronaves-da-boeing-passa-por-testes-cruciais-de-formacao-de-gelo-na-nasa/">AEROIN</a>.The data the research team has collected so far suggests that large sections of the leading edge of the wing will need an ice protection system, similar to those found on some commercial aircraft.NASA Glenn can simulate icing conditions in its Icing Research Tunnel to identify potential challenges for the new aircraft designs.These tests provide key information on how ice accumulates on the wings and can help identify the most critical icing conditions for safety. All commercial aircraft must be approved by the Federal Aviation Administration (FAA) to operate in all types of weather.<figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/03/foto_nasajordan_cochran_1.jpg" alt="Foto: NASA/Jordan Cochran"><figcaption>Ph: NASA/Jordan Cochran</figcaption></figure>This research is part of NASA’s efforts to mature the technology of transonic truss-braced wings, examining factors such as safety and how future aircraft may be integrated into the U.S. aviation infrastructure. Boeing is also working with NASA to build, test, and fly the X-66, a full-scale demonstrator aircraft with transonic truss-braced wings.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/03/concepto_grafico_de_la_aeronave_x_66_con_el_ala_transonica_con_estructura_reforzada.jpg" alt="Concepto gráfico de la aeronave X-66 con el ala transónica con estructura reforzada"><figcaption>Graphic concept of the X-66 aircraft with the transonic wing featuring a reinforced structure.</figcaption></figure>Since the experimental aircraft will not be flown in icing conditions, the tests in the Icing Research Tunnel are providing answers to questions about ice formation.

New wing for future Boeing aircraft passes crucial ice formation tests at NASA

Guillaume Faury, CEO of Airbus, has expressed concern over the potential implementation of trade tariffs between the United States and Europe, warning that such measures could have a greater impact on Boeing than on Airbus. His remarks were made during the <a href="https://www.airbus.com/en/airbus-summit-2025">Airbus Summit conference</a> held in Toulouse, France, amid reports that U.S. President Donald Trump is considering new tariffs across various sectors starting next month."These tariffs would place a significant burden on both sides," Faury said in an interview with Bloomberg TV. However, he added that the impact could be more challenging for Boeing due to the structure of its production chain.According to our partner outlet <a href="https://aeroin.net/ceo-da-airbus-alerta-que-tarifas-entre-eua-e-europa-podem-prejudicar-mais-a-boeing-do-que-sua-empresa/">Aeroin</a>, unlike Boeing—which manufactures all its aircraft within the United States—Airbus has a more geographically diverse production network, including facilities in Europe and China, as well as a final assembly line in Mobile, Alabama. This global distribution could help Airbus cushion the effects of new trade restrictions.<section class="noteSuggested" data-id="37452" data-title="You might be interested"></section>Faury also emphasized Airbus’s deep integration within the U.S. aerospace industry, highlighting the significance of its American operations. He noted that, so far, there have been no concrete signs of tariffs specifically targeting the aerospace sector.Reflecting on previous trade tensions, Faury referred to the tariff dispute five years ago, describing it as harmful to both sides and one that was ultimately resolved through a bilateral agreement.In relation to the defense and space sectors, Faury called for greater unity among European countries and companies. He stressed the importance of collaboration on large-scale joint initiatives as a means to strengthen regional competitiveness and collective security.

New U.S. tariffs could hurt Boeing more than Airbus, says European manufacturer's CEO

Since January 2025, Airbus has been leading the PACIFIC project, a European initiative focused on studying the environmental impact of non-CO2 emissions from aviation—particularly contrails. The project involves eleven organizations from four European countries and will run through June 2028, according to the company.According to Airbus, the goal of the PACIFIC consortium—Particle emissions, Air Quality and Climate Impact related to Fuel Composition and Engine Cycle—is to deepen the understanding of how fuel composition and engine cycles influence particle emissions, which affect both local air quality and the global climate. The research will range from laboratory testing to large-scale trials with real engines on the ground at Airbus facilities in Toulouse.Recent studies suggest that sustainable aviation fuels (SAF) could significantly reduce soot particles and ice crystals produced by contrails, Airbus notes. However, the company emphasizes that more research is needed to fully understand how fuel composition affects these processes during combustion.PACIFIC aims to close these knowledge gaps through controlled testing with various fuels, ensuring consistent conditions across all experiments conducted by the German Aerospace Center (DLR) and Airbus. According to the project, these trials will help improve prediction tools for soot formation and enable accurate assessments of fine particle emissions at different engine power levels.“Tackling non-CO2 emissions is essential on our path toward truly sustainable flight,” said Sabine Klauke, Chief Technology Officer at Airbus. “By using an innovative ground-based testing process, we can replicate real-world conditions and gather critical data on emissions produced by different SAF compositions.”The company states that the results of the project will enable a robust evaluation of the economic and environmental benefits of various fuel options, providing key insights for future regulations and technical specifications aimed at reducing climate impact and improving air quality around aviation.The consortium includes major industry players such as Rolls-Royce in Germany and the UK, Neste in Finland, academic institutions like Johannes Gutenberg University Mainz and the University of Sheffield, and the German Aerospace Center (DLR), among others.

Consortium led by Airbus to study how to reduce contrail formation

The Russian regional aircraft Sukhoi Superjet SSJ-100 successfully completed its first flight equipped with domestic PD-8 engines, marking the start of the flight testing phase for this new propulsion system.The flight took place in Komsomolsk-on-Amur and represents a significant step for Russian aviation by replacing imported components with homegrown technology.The test aircraft, now named SJ-100—dropping the first "S" for Sukhoi—has the serial number 95157 and was manufactured in 2018. It remained airborne for about 40 minutes, reaching a speed of 500 km/h (270 knots) and an altitude of up to 3,000 meters (10,000 feet).The crew responsible for the flight included test pilots Dmitry Demenev and Igor Grevtsev, as well as onboard operator Maxim Gryukanov. After landing, the captain reported that all flight objectives had been met and that the engines demonstrated stable performance, being evaluated under various operational conditions, according to our partner publication <a href="https://aeroin.net/russia-realiza-1o-voo-do-jato-comercial-sukhoi-superjet-com-motores-nacionais/?amp">Aeroin</a>.<figure class="image image-style-align-center image_resized" style="width:100%;"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/03/sukhoi_superjet_ssj_100.jpg" alt="Sukhoi Superjet SSJ-100"></figure>The SJ-100 was originally certified with PowerJet SaM146 engines, developed by a joint venture between the French company Snecma (Safran) and the Russian company Saturn. The initial plan called for a version with Western engines to facilitate sales outside of Russia's sphere of influence, alongside the development of a local engine to reduce costs, boost the domestic industry, and offer an alternative for Russian airlines. However, with the second invasion of Ukraine in 2022, Western sanctions prevented Safran from continuing its partnership with Saturn, which was already facing difficulties due to low demand.Since then, the Russian government has expedited the certification of the PD-8 engine, manufactured by Aviadvigatel, which also produces the PD-14 engines for the Irkut MC-21 jet (which also offers the option of a Western Pratt &amp; Whitney PW1400G engine). The goal is to offer a domestic engine that will ensure the continued production and delivery of the SJ-100.The PD-8 is a modernized version of the Aviadvigatel PS-90 engines, which originally powered the Ilyushin Il-76 military aircraft, as well as the Ilyushin Il-96 and Tupolev Tu-204/Tu-214 commercial planes.Vadim Badeha, CEO of United Aircraft Corporation (UAC), which brings together all Russian aircraft manufacturers, highlighted the significance of the achievement: “The first flight of the Superjet with PD-8 engines is the result of extensive joint work with our colleagues at UEC (United Engine Corporation). It also marks the beginning of a new phase in the aircraft's engine testing. We are taking a gradual approach to increase the complexity of the tests, ensure an efficient certification process, and enable future reengineering of the current Superjet fleet,” he said.With flight testing underway, the expectation is that the new engine will be certified and integrated into commercial aircraft in the near future, although no specific date has been confirmed.

Manufacturers/MRO

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A220 Gets Airspace Cabin; Air Canada Named Launch Operator

Turkish Aerospace and Embraer sign MoU to explore industrial cooperation on E2 commercial aircraft

Russia to deliver two new Tu-214 aircraft in 2025, says Rostec

New wing for future Boeing aircraft passes crucial ice formation tests at NASA

New U.S. tariffs could hurt Boeing more than Airbus, says European manufacturer's CEO

Consortium led by Airbus to study how to reduce contrail formation

First flight of the Russian commercial aircraft Sukhoi Superjet with domestic engines

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Embraer intensifies negotiations with Morocco for the KC-390 and seeks to place the E-Jets E2 with Royal Air Maroc