Saab GlobalEye defeats Boeing Wedgetail for C$5 billion Canada air force AWACS contract
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The Royal Canadian Air Force will modernize its airborne early warning capabilities following the selection of Saab’s GlobalEye platform for a contract valued at more than C$5 billion. Announced at CANSEC by Prime Minister Mark Carney, this strategic procurement initiates formal negotiations for six advanced surveillance aircraft. Saab secured preferred status over competing solutions, including the Boeing E-7 Wedgetail and the L3Harris Aeris X. The defense contract features a significant industrial workshare mandate utilizing Canadian-manufactured Bombardier Global 6500 business jet airframes. Production agreements guarantee that one-third of assembly operations will occur within Canada, sustaining thousands of domestic aerospace manufacturing jobs.
This multi-domain airborne early warning acquisition directly addresses critical gaps in continental defense infrastructure across northern NORAD operational sectors. Canada currently possesses no sovereign airborne command-and-control fleet, necessitating heavy reliance on fixed terrestrial radar networks and American surveillance assets. The integrated Saab Erieye ER radar provides comprehensive tracking performance against low-altitude cruise missiles, unmanned aerial vehicles, and reduced radar-cross-section threats. Operating at high altitude, the Bombardier-based system extends operational radar horizons over expansive Arctic maritime approaches. The platform combines advanced signals intelligence, Leonardo maritime radar, and artificial intelligence data processing to execute complex tactical reconnaissance sorties.
Related topic: NATO eyes Swedish Saab GlobalEye to replace 14 E-3 AWACS planes in historic shift from the U.S.
The Canadian procurement of the GlobalEye addresses three operational deficiencies: persistent Arctic radar coverage, sovereign airborne command-and-control capability, and long-range maritime surveillance across northern and Atlantic approaches. (Picture source: Saab)
On May 27, 2026, Prime Minister Mark Carney announced during the CANSEC exhibition in Ottawa that Canada had selected Saab’s GlobalEye as the preferred airborne early warning and control solution for the Royal Canadian Air Force and had entered formal negotiations with Saab following a competition involving Boeing’s E-7 Wedgetail and L3Harris’ Aeris X. The Canadian requirement covers six AEW&C aircraft under a program valued at more than C$5 billion and is intended to address three operational deficiencies simultaneously: persistent Arctic radar coverage, sovereign airborne command-and-control capability, and long-range maritime surveillance across northern and Atlantic approaches.
The decision also carried a significant industrial component because the GlobalEye is based on Bombardier’s Global 6500 business jet manufactured in Canada, allowing Ottawa to align military procurement with domestic aerospace production and supply-chain expansion. Saab committed to Canadian participation in assembly, mission integration, sustainment, software support, upgrades, and research activities, while Ottawa indicated that one-third of projected GlobalEye production during the next 15 years would occur inside Canada. Canadian officials also referenced a potential production volume of approximately 40 aircraft tied to future NATO and export orders if additional allied customers join the program.
The announcement coincided with a wider procurement reform package, including the creation of a Defence Investment Agency, revised industrial participation rules favoring 70% domestic workshare, and a 90-day target for procurement approvals as Canada expands defense expenditure toward NATO’s 5% GDP benchmark by 2035. Canada currently operates no dedicated AEW&C aircraft despite responsibility for nearly 9.98 million km² of territory and one of the largest aerospace warning regions within NORAD, forcing reliance on fixed radar networks and allied airborne surveillance assets for northern air defense coverage.
Existing North Warning System radars, particularly the AN/FPS-117 and AN/FPS-124 arrays deployed across northern Canada and Alaska, were designed during the Cold War primarily for the detection of high-altitude Soviet bomber formations and remain less effective against low-altitude cruise missiles, drones, and reduced radar-cross-section targets. Arctic geography further degrades radar coverage because Earth’s curvature, mountainous terrain, sparse infrastructure, and distances between radar stations create low-altitude gaps across northern approaches. Since 2022, NORAD has observed increased Russian Tu-95MS and Tu-160 patrol activity near Arctic sectors alongside MiG-31K deployments capable of carrying Kinzhal air-launched ballistic missiles.
AEW&C aircraft operating at 35,000 ft extend radar horizons several hundred kilometers beyond terrestrial radar chains and provide persistent tracking over maritime and polar sectors where fixed infrastructure remains sparse. Canada also lacks sovereign airborne battle-management capability for NATO expeditionary operations and currently depends heavily on U.S. E-3 Sentry aircraft and NATO AWACS detachments for airborne command-and-control support during coalition missions. The GlobalEye acquisition, therefore, addresses both continental defense and expeditionary operational requirements simultaneously.
The GlobalEye combines Saab’s Erieye ER radar with the Bombardier Global 6000 and Global 6500 airframe, creating a smaller AEW&C aircraft optimized for endurance, lower operating cost, and distributed ISR operations rather than the large airborne command-post concept associated with E-3-class aircraft. Erieye ER uses an S-band AESA radar equipped with gallium nitride transmit/receive modules mounted dorsally above the fuselage, enabling electronic beam steering without mechanical rotation and reducing maintenance demands linked to rotating antenna assemblies.
Saab indicates detection ranges of 450 km against conventional airborne targets and up to 550 km at high altitude, while the GaN architecture improves power efficiency and target detection performance against low-observable threats. Electronic beam steering also provides higher revisit rates and continuous sector surveillance compared to mechanically rotating radar systems constrained by antenna rotation speed. The aircraft integrates Leonardo’s Seaspray 7500E maritime radar with synthetic aperture radar and ground moving target indication modes, allowing simultaneous tracking of maritime traffic, low-altitude aircraft, and land targets during a single sortie.
Additional systems include SIGINT capability, electro-optical and infrared sensors, Link 16 datalinks, satellite communications, and onboard command-and-control workstations supporting multi-domain ISR operations. Saab and Cohere are integrating artificial intelligence functions intended to accelerate target classification, anomaly detection, and sensor-data exploitation during operations involving drones, cruise missiles, electronic warfare, and dense civilian traffic patterns.
The Canadian competition placed the GlobalEye against Boeing’s E-7 Wedgetail, which uses the Northrop Grumman MESA radar mounted on a Boeing 737-700 airframe already fielded or ordered by Australia, South Korea, Turkey, and the United Kingdom. The E-7 provides larger onboard crew capacity and greater battle management space, but it also requires substantially larger maintenance infrastructure, higher fuel consumption, and higher sustainment costs than the Bombardier-based GlobalEye. Long-term economics of the E-7 changed significantly after the U.S. Air Force canceled procurement of 26 planned aircraft in June 2025 and shifted toward satellite-based surveillance architectures and distributed sensing concepts.
The U.S. withdrawal reduced projected production volume and introduced uncertainty regarding long-term sustainment costs because expected economies of scale tied to American procurement disappeared. NATO subsequently reopened consideration of alternatives for the Alliance Future Surveillance and Control program after originally selecting the E-7 in 2023. The GlobalEye’s smaller Global 6500 airframe reduces runway requirements, operating costs, crew size, and fuel consumption compared to the Boeing 737-derived E-7 while maintaining endurance between 11 and 13 hours and range exceeding 11,000 km.
Ottawa also obtained substantially larger industrial participation opportunities through Bombardier integration and Canadian assembly than would have been possible under a Boeing-centered structure dominated by U.S.-based production and sustainment networks. Saab structured the Canadian proposal around Bombardier production capacity in Quebec and Ontario, directly linking the AEW&C requirement to long-term domestic aerospace manufacturing activity. Ottawa indicated that one-third of projected GlobalEye production during the next 15 years would occur inside Canada and referenced the possibility of approximately 40 aircraft connected to Canadian production if NATO and export orders expand.
Saab proposed Canadian participation across assembly, mission-system integration, software support, sustainment, modernization, and research and development activities while also transferring portions of maintenance and upgrade authority to domestic industry. CAE entered the program as Saab’s training and simulation partner responsible for mission crew preparation and operational integration using Live-Virtual-Constructive training systems adapted for airborne surveillance and command-and-control operations. Saab’s industrial model closely resembles the structure previously proposed for the Gripen fighter in Canada, emphasizing sovereign sustainment and local industrial control rather than the F-35’s centralized overseas maintenance hubs.
Ottawa’s revised Industrial and Technological Benefits framework now favors firms conducting at least 70% of work domestically and introduces new incentives for technology transfer and Canadian supply-chain expansion. Canadian officials linked the broader program to several thousand jobs across aerospace manufacturing, mission-system integration, engineering, software development, and skilled trades during production and sustainment phases. The GlobalEye’s operational profile aligns closely with Arctic ISR requirements because the Bombardier Global 6500 combines endurance exceeding 11 hours with a range above 11,000 km and cruise performance optimized for long-distance northern operations.
Airborne radar surveillance significantly improves detection timelines against low-altitude cruise missiles because the radar horizon expands with altitude, particularly across Arctic sectors where Earth curvature limits fixed radar performance. The aircraft can simultaneously conduct air, maritime, and ground surveillance during a single sortie, enabling persistent monitoring of Arctic sea lanes, Hudson Bay, North Atlantic approaches, and Pacific access routes without deploying separate aircraft categories. Canada increasingly treats Arctic monitoring as a permanent ISR mission linked to Russian bomber activity, submarine operations, long-range precision-strike threats, and expanding maritime traffic rather than intermittent sovereignty patrols.
Saab configured the GlobalEye to operate in cluttered electromagnetic environments involving jamming, low-observable targets, drones, and dense maritime traffic while maintaining high target-update frequency through electronically scanned radar coverage. The future Canadian fleet would likely integrate into NORAD modernization efforts, including Over-the-Horizon Radar systems, space-based surveillance assets, and sensor fusion architecture linked to Canada’s incoming F-35 fleet. The aircraft would also provide Canada with a sovereign airborne node for distributed command-and-control operations across northern sectors without exclusive reliance on U.S.-provided surveillance infrastructure.
The Canadian decision intersects directly with NATO’s effort to replace its fleet of 14 Boeing E-3 Sentry aircraft based at Geilenkirchen in Germany, where average airframe age is approaching 40 years and sustainment costs continue rising because of structural fatigue, aging avionics, and diminishing support infrastructure for the Boeing 707 airframe. NATO initially selected the E-7 Wedgetail in 2023 before reopening the competition after the U.S. cancellation decision undermined confidence in production continuity and long-term sustainment economics. The Alliance Future Surveillance and Control program now involves a projected acquisition of 10 to 12 aircraft with an estimated value exceeding €5 billion excluding infrastructure, training, and lifecycle sustainment costs.
Sweden already ordered three GlobalEye aircraft, France signed for two aircraft with options for additional units, and Denmark continues evaluating acquisition possibilities following Swedish parliamentary approval for potential exports. The GlobalEye also reduces crew requirements compared to legacy E-3 aircraft because automation and datalink integration shift portions of data processing and command functions outside the aircraft itself. The aircraft reflects a broader transition away from large airborne command posts optimized for Cold War theater battle management toward distributed ISR nodes connected through sensor fusion and datalink architecture.
A Canadian acquisition would strengthen momentum toward a NATO-wide transition from Boeing-centered AWACS structures toward Saab’s smaller and more distributed ISR model. The GlobalEye selection also reflects wider changes in Canada-U.S. defense-industrial relations following disputes involving tariffs, procurement policy, and debates surrounding Canada’s planned acquisition of 88 F-35 fighters. Ottawa increasingly seeks parallel defense relationships with Nordic and European states following Sweden and Finland’s accession into NATO.
In the same time, Saab continues marketing the Gripen E/F fighter to Canada as Ottawa evaluates the long-term structure of its combat aviation fleet. The Canadian government estimates that its revised defense industrial strategy will generate C$180 billion in procurement opportunities and C$290 billion in defense-related capital investment during the next decade as military modernization accelerates across aerospace, naval, and land sectors. The procurement reform package introduced at CANSEC includes centralized acquisition authority through the new Defence Investment Agency, accelerated procurement timelines, and industrial incentives tied to domestic production and technology transfer.
Canada also confirmed plans to move defense expenditure toward NATO’s revised 5% GDP benchmark by 2035 after reaching the alliance’s 2% threshold in 2025 for the first time since the end of the Cold War. Saab benefits from a market environment reshaped by uncertainty surrounding the E-7 program and growing European interest in reducing dependence on U.S.-controlled ISR architectures. If finalized, the GlobalEye acquisition would position Canada among the first NATO members fielding a fully multi-domain AEW&C fleet optimized simultaneously for Arctic ISR, maritime surveillance, distributed network-centric operations, and long-endurance northern air-defense missions rather than traditional airborne theater command roles associated with earlier AWACS generations.
Written by Jérôme Brahy
Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.
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The Royal Canadian Air Force will modernize its airborne early warning capabilities following the selection of Saab’s GlobalEye platform for a contract valued at more than C$5 billion. Announced at CANSEC by Prime Minister Mark Carney, this strategic procurement initiates formal negotiations for six advanced surveillance aircraft. Saab secured preferred status over competing solutions, including the Boeing E-7 Wedgetail and the L3Harris Aeris X. The defense contract features a significant industrial workshare mandate utilizing Canadian-manufactured Bombardier Global 6500 business jet airframes. Production agreements guarantee that one-third of assembly operations will occur within Canada, sustaining thousands of domestic aerospace manufacturing jobs.
This multi-domain airborne early warning acquisition directly addresses critical gaps in continental defense infrastructure across northern NORAD operational sectors. Canada currently possesses no sovereign airborne command-and-control fleet, necessitating heavy reliance on fixed terrestrial radar networks and American surveillance assets. The integrated Saab Erieye ER radar provides comprehensive tracking performance against low-altitude cruise missiles, unmanned aerial vehicles, and reduced radar-cross-section threats. Operating at high altitude, the Bombardier-based system extends operational radar horizons over expansive Arctic maritime approaches. The platform combines advanced signals intelligence, Leonardo maritime radar, and artificial intelligence data processing to execute complex tactical reconnaissance sorties.
Related topic: NATO eyes Swedish Saab GlobalEye to replace 14 E-3 AWACS planes in historic shift from the U.S.
The Canadian procurement of the GlobalEye addresses three operational deficiencies: persistent Arctic radar coverage, sovereign airborne command-and-control capability, and long-range maritime surveillance across northern and Atlantic approaches. (Picture source: Saab)
On May 27, 2026, Prime Minister Mark Carney announced during the CANSEC exhibition in Ottawa that Canada had selected Saab’s GlobalEye as the preferred airborne early warning and control solution for the Royal Canadian Air Force and had entered formal negotiations with Saab following a competition involving Boeing’s E-7 Wedgetail and L3Harris’ Aeris X. The Canadian requirement covers six AEW&C aircraft under a program valued at more than C$5 billion and is intended to address three operational deficiencies simultaneously: persistent Arctic radar coverage, sovereign airborne command-and-control capability, and long-range maritime surveillance across northern and Atlantic approaches.
The decision also carried a significant industrial component because the GlobalEye is based on Bombardier’s Global 6500 business jet manufactured in Canada, allowing Ottawa to align military procurement with domestic aerospace production and supply-chain expansion. Saab committed to Canadian participation in assembly, mission integration, sustainment, software support, upgrades, and research activities, while Ottawa indicated that one-third of projected GlobalEye production during the next 15 years would occur inside Canada. Canadian officials also referenced a potential production volume of approximately 40 aircraft tied to future NATO and export orders if additional allied customers join the program.
The announcement coincided with a wider procurement reform package, including the creation of a Defence Investment Agency, revised industrial participation rules favoring 70% domestic workshare, and a 90-day target for procurement approvals as Canada expands defense expenditure toward NATO’s 5% GDP benchmark by 2035. Canada currently operates no dedicated AEW&C aircraft despite responsibility for nearly 9.98 million km² of territory and one of the largest aerospace warning regions within NORAD, forcing reliance on fixed radar networks and allied airborne surveillance assets for northern air defense coverage.
Existing North Warning System radars, particularly the AN/FPS-117 and AN/FPS-124 arrays deployed across northern Canada and Alaska, were designed during the Cold War primarily for the detection of high-altitude Soviet bomber formations and remain less effective against low-altitude cruise missiles, drones, and reduced radar-cross-section targets. Arctic geography further degrades radar coverage because Earth’s curvature, mountainous terrain, sparse infrastructure, and distances between radar stations create low-altitude gaps across northern approaches. Since 2022, NORAD has observed increased Russian Tu-95MS and Tu-160 patrol activity near Arctic sectors alongside MiG-31K deployments capable of carrying Kinzhal air-launched ballistic missiles.
AEW&C aircraft operating at 35,000 ft extend radar horizons several hundred kilometers beyond terrestrial radar chains and provide persistent tracking over maritime and polar sectors where fixed infrastructure remains sparse. Canada also lacks sovereign airborne battle-management capability for NATO expeditionary operations and currently depends heavily on U.S. E-3 Sentry aircraft and NATO AWACS detachments for airborne command-and-control support during coalition missions. The GlobalEye acquisition, therefore, addresses both continental defense and expeditionary operational requirements simultaneously.
The GlobalEye combines Saab’s Erieye ER radar with the Bombardier Global 6000 and Global 6500 airframe, creating a smaller AEW&C aircraft optimized for endurance, lower operating cost, and distributed ISR operations rather than the large airborne command-post concept associated with E-3-class aircraft. Erieye ER uses an S-band AESA radar equipped with gallium nitride transmit/receive modules mounted dorsally above the fuselage, enabling electronic beam steering without mechanical rotation and reducing maintenance demands linked to rotating antenna assemblies.
Saab indicates detection ranges of 450 km against conventional airborne targets and up to 550 km at high altitude, while the GaN architecture improves power efficiency and target detection performance against low-observable threats. Electronic beam steering also provides higher revisit rates and continuous sector surveillance compared to mechanically rotating radar systems constrained by antenna rotation speed. The aircraft integrates Leonardo’s Seaspray 7500E maritime radar with synthetic aperture radar and ground moving target indication modes, allowing simultaneous tracking of maritime traffic, low-altitude aircraft, and land targets during a single sortie.
Additional systems include SIGINT capability, electro-optical and infrared sensors, Link 16 datalinks, satellite communications, and onboard command-and-control workstations supporting multi-domain ISR operations. Saab and Cohere are integrating artificial intelligence functions intended to accelerate target classification, anomaly detection, and sensor-data exploitation during operations involving drones, cruise missiles, electronic warfare, and dense civilian traffic patterns.
The Canadian competition placed the GlobalEye against Boeing’s E-7 Wedgetail, which uses the Northrop Grumman MESA radar mounted on a Boeing 737-700 airframe already fielded or ordered by Australia, South Korea, Turkey, and the United Kingdom. The E-7 provides larger onboard crew capacity and greater battle management space, but it also requires substantially larger maintenance infrastructure, higher fuel consumption, and higher sustainment costs than the Bombardier-based GlobalEye. Long-term economics of the E-7 changed significantly after the U.S. Air Force canceled procurement of 26 planned aircraft in June 2025 and shifted toward satellite-based surveillance architectures and distributed sensing concepts.
The U.S. withdrawal reduced projected production volume and introduced uncertainty regarding long-term sustainment costs because expected economies of scale tied to American procurement disappeared. NATO subsequently reopened consideration of alternatives for the Alliance Future Surveillance and Control program after originally selecting the E-7 in 2023. The GlobalEye’s smaller Global 6500 airframe reduces runway requirements, operating costs, crew size, and fuel consumption compared to the Boeing 737-derived E-7 while maintaining endurance between 11 and 13 hours and range exceeding 11,000 km.
Ottawa also obtained substantially larger industrial participation opportunities through Bombardier integration and Canadian assembly than would have been possible under a Boeing-centered structure dominated by U.S.-based production and sustainment networks. Saab structured the Canadian proposal around Bombardier production capacity in Quebec and Ontario, directly linking the AEW&C requirement to long-term domestic aerospace manufacturing activity. Ottawa indicated that one-third of projected GlobalEye production during the next 15 years would occur inside Canada and referenced the possibility of approximately 40 aircraft connected to Canadian production if NATO and export orders expand.
Saab proposed Canadian participation across assembly, mission-system integration, software support, sustainment, modernization, and research and development activities while also transferring portions of maintenance and upgrade authority to domestic industry. CAE entered the program as Saab’s training and simulation partner responsible for mission crew preparation and operational integration using Live-Virtual-Constructive training systems adapted for airborne surveillance and command-and-control operations. Saab’s industrial model closely resembles the structure previously proposed for the Gripen fighter in Canada, emphasizing sovereign sustainment and local industrial control rather than the F-35’s centralized overseas maintenance hubs.
Ottawa’s revised Industrial and Technological Benefits framework now favors firms conducting at least 70% of work domestically and introduces new incentives for technology transfer and Canadian supply-chain expansion. Canadian officials linked the broader program to several thousand jobs across aerospace manufacturing, mission-system integration, engineering, software development, and skilled trades during production and sustainment phases. The GlobalEye’s operational profile aligns closely with Arctic ISR requirements because the Bombardier Global 6500 combines endurance exceeding 11 hours with a range above 11,000 km and cruise performance optimized for long-distance northern operations.
Airborne radar surveillance significantly improves detection timelines against low-altitude cruise missiles because the radar horizon expands with altitude, particularly across Arctic sectors where Earth curvature limits fixed radar performance. The aircraft can simultaneously conduct air, maritime, and ground surveillance during a single sortie, enabling persistent monitoring of Arctic sea lanes, Hudson Bay, North Atlantic approaches, and Pacific access routes without deploying separate aircraft categories. Canada increasingly treats Arctic monitoring as a permanent ISR mission linked to Russian bomber activity, submarine operations, long-range precision-strike threats, and expanding maritime traffic rather than intermittent sovereignty patrols.
Saab configured the GlobalEye to operate in cluttered electromagnetic environments involving jamming, low-observable targets, drones, and dense maritime traffic while maintaining high target-update frequency through electronically scanned radar coverage. The future Canadian fleet would likely integrate into NORAD modernization efforts, including Over-the-Horizon Radar systems, space-based surveillance assets, and sensor fusion architecture linked to Canada’s incoming F-35 fleet. The aircraft would also provide Canada with a sovereign airborne node for distributed command-and-control operations across northern sectors without exclusive reliance on U.S.-provided surveillance infrastructure.
The Canadian decision intersects directly with NATO’s effort to replace its fleet of 14 Boeing E-3 Sentry aircraft based at Geilenkirchen in Germany, where average airframe age is approaching 40 years and sustainment costs continue rising because of structural fatigue, aging avionics, and diminishing support infrastructure for the Boeing 707 airframe. NATO initially selected the E-7 Wedgetail in 2023 before reopening the competition after the U.S. cancellation decision undermined confidence in production continuity and long-term sustainment economics. The Alliance Future Surveillance and Control program now involves a projected acquisition of 10 to 12 aircraft with an estimated value exceeding €5 billion excluding infrastructure, training, and lifecycle sustainment costs.
Sweden already ordered three GlobalEye aircraft, France signed for two aircraft with options for additional units, and Denmark continues evaluating acquisition possibilities following Swedish parliamentary approval for potential exports. The GlobalEye also reduces crew requirements compared to legacy E-3 aircraft because automation and datalink integration shift portions of data processing and command functions outside the aircraft itself. The aircraft reflects a broader transition away from large airborne command posts optimized for Cold War theater battle management toward distributed ISR nodes connected through sensor fusion and datalink architecture.
A Canadian acquisition would strengthen momentum toward a NATO-wide transition from Boeing-centered AWACS structures toward Saab’s smaller and more distributed ISR model. The GlobalEye selection also reflects wider changes in Canada-U.S. defense-industrial relations following disputes involving tariffs, procurement policy, and debates surrounding Canada’s planned acquisition of 88 F-35 fighters. Ottawa increasingly seeks parallel defense relationships with Nordic and European states following Sweden and Finland’s accession into NATO.
In the same time, Saab continues marketing the Gripen E/F fighter to Canada as Ottawa evaluates the long-term structure of its combat aviation fleet. The Canadian government estimates that its revised defense industrial strategy will generate C$180 billion in procurement opportunities and C$290 billion in defense-related capital investment during the next decade as military modernization accelerates across aerospace, naval, and land sectors. The procurement reform package introduced at CANSEC includes centralized acquisition authority through the new Defence Investment Agency, accelerated procurement timelines, and industrial incentives tied to domestic production and technology transfer.
Canada also confirmed plans to move defense expenditure toward NATO’s revised 5% GDP benchmark by 2035 after reaching the alliance’s 2% threshold in 2025 for the first time since the end of the Cold War. Saab benefits from a market environment reshaped by uncertainty surrounding the E-7 program and growing European interest in reducing dependence on U.S.-controlled ISR architectures. If finalized, the GlobalEye acquisition would position Canada among the first NATO members fielding a fully multi-domain AEW&C fleet optimized simultaneously for Arctic ISR, maritime surveillance, distributed network-centric operations, and long-endurance northern air-defense missions rather than traditional airborne theater command roles associated with earlier AWACS generations.
Written by Jérôme Brahy
Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.
