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On May 19, 2024, a helicopter operated by the Islamic Republic of Iran Air Force (IRIAF) crashed in the Dzmar forest area of Iranian Azerbaijan. The helicopter, part of the VIP Squadron, was carrying nine occupants, all of whom perished in the accident. Among the victims were Iranian President Ebrahim Raisi, Foreign Minister Hossein Amir-Abdollahian, several Iranian officials, and the Governor of East Azerbaijan.
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The officials, including Iranian President Ebrahim Raisi, Foreign Minister Hossein Amir-Abdollahian, several other Iranian officials, and the Governor of East Azerbaijan, were returning from the inauguration of the Qiz Qalasi Dam, a joint project on the Aras River border, with Azerbaijan’s President Ilham Aliyev. (Picture source: IRNA)

The crash occurred under poor weather conditions, with heavy fog cited as a contributing factor. The officials were returning from the inauguration of the Qiz Qalasi Dam, a joint project located on the Aras River border, with Azerbaijan’s President Ilham Aliyev. The dam is designed to enhance water reserves, support tourism and agriculture, and generate 270 GW/h of electricity annually. This project began two decades ago and aims to improve the water reserve at the upstream Khoda-Afarin Dam by 2 billion cubic meters per year through channels and networks leading to plains in East Azerbaijan, Ardebil, and the Azerbaijan Republic.

Following the crash, Supreme Leader Ayatollah Ali Khamenei declared five days of national mourning. Funeral processions have taken place across Iran, starting in Tabriz and continuing through Qom, Tehran, and Raisi’s hometown of Mashhad. These processions have seen significant participation from the public, reflecting the event’s impact on the nation. The simultaneous deaths of the president, the foreign minister, and several other high-ranking officials have significantly affected the Iranian political landscape.

In the interim, Vice President Mohammad Mokhber has been appointed as acting president, with presidential elections scheduled for June 28, 2024, to select Raisi’s successor. According to The Stratcom Bureau on Twitter, the helicopter that crashed carrying Iranian President Ebrahim Raisi was a 30-year-old Bell 212, manufactured in 1994. The aircraft, with registration 6-9207 and manufacturer serial number 35071, had previously been used by the Iranian Air Force, as shown in an image depicting its earlier camouflage. The helicopter was certified only for Visual Flight Rules (VFR) and had a passenger capacity of six. Its spare parts were subject to sanctions, and its maintenance cycles were no longer supported by the manufacturer.

According to the Stratcom Bureau, the Bell 212’s power plant was not equipped to handle high-altitude, heavy-load flights through mountainous terrain, lacking the necessary turboshaft power and response. Additionally, the helicopter was not equipped with the avionics required for low-visibility instrument flight. With its airframe having logged over ten thousand flight hours, the aircraft was beyond its reliable operational life. Operating this helicopter in Instrument Meteorological Conditions (IMC) without the appropriate avionics suggests significant oversight and risk, raising concerns about the decision-making process of the flight planners and pilots.

The Bell 212 helicopter, with registration 6-9207 and manufacturer serial number 35071, had previously been used by the Iranian Air Force, as shown in this image depicting its earlier camouflage. (Picture source: Twitter/The Stratcom Bureau)

The history of Iran’s helicopter fleet dates back to 1969 when Iran began developing its helicopter capabilities by purchasing a substantial number of helicopters from Agusta, an Italian company. By 1973, Iran expanded its fleet with the acquisition of helicopters from America’s Bell Textron, which included models like the Bell 205, the Bell 206, the Bell 212 two-bladed helicopter, and its four-bladed variant, the Bell 412. These purchases were part of a broader modernization effort led by Mohammad-Reza Shah Pahlavi to build a strong military aviation fleet. To support this expanding fleet, the Iran Helicopter Support and Renewal Company (IHSRC), known locally as Panha, was established. Panha quickly became the largest helicopter maintenance center in the Middle East, responsible for the upkeep and renewal of the expanding helicopter fleet.

After the 1979 Islamic Revolution and the subsequent severance of diplomatic and military ties with the USA, Iran faced challenges in maintaining its helicopter fleet due to the imposition of sanctions, which cut off the direct supply of spare parts and technical support for the Bell helicopters. Nevertheless, Panha’s experts developed the capability to maintain and renew the helicopter fleet independently, including reverse engineering critical components and systems, which was important for supporting Islamic combatants during the Iran-Iraq War (1980-1988).

Therefore, Panha took on the responsibility of repairing and supporting various models of military and civilian helicopters, including the Bell 412, Bell 205, Bell 206, Bell 212, Bell 214, CH-54 Chinook, RH-53D, SH-3D, and Mil Mi-17. This support extended to multiple organizations such as the Iran Red Crescent Organization, the National Iranian Oil Company (NIOC), and Iran Army Aviation.

In response to Western sanctions, Iran shifted its focus from acquiring the best available helicopters globally to manufacturing them domestically. Since the 1990s, Iran has reverse-engineered parts, assemblies, and even whole aircraft, including Bell models like the 205, 206, and 214, through efforts by Iran Aircraft Manufacturing (HESA) and Panha. This led to the creation of local variants and upgrades, such as the Shabaviz 2-75, a reverse-engineered Bell 214C; the Shabaviz 206-1, a reverse-engineered Augusta-Bell AB-206, itself a variant of the Bell 206; the Shahed 278, a light helicopter with components similar to the Bell 206; the Panha 209-1 (Toufan 2), an upgrade of the AH-1J Cobra attack helicopter; and the Shahed 285, a light gunship derived from the Bell 206. Additionally, the Saba 248 is a new twin-engine, four-bladed utility helicopter similar to the Bell 427.

To date, the Bell 212, along with other Bell models such as the 412, has remained an integral part of the fleet maintained by Panha. The number of Bell 412 helicopters in Iran is not precisely documented, but they are used across various sectors. They have been used for both military and civilian purposes, benefiting from Panha’s maintenance and upgrades despite the continued sanctions. They are used by various Iranian entities, including the military, the Iran Red Crescent Organization, and the National Iranian Oil Company (NIOC). They serve in roles ranging from combat and troop transport to search and rescue, medical evacuation, and logistical support.

As of 2023, the Iranian military forces maintain a varied fleet of helicopters across different branches, including 50 AH-1J Cobra attack helicopters operated by the Iranian Army. (Picture source: Jetphotos/Dara Zarbaf)

As of 2023, the Iranian military forces maintain a varied fleet of helicopters across different branches, including the Army, Islamic Revolutionary Guard Corps Naval Forces, Naval Aviation, Air Force, and Law-Enforcement Forces. The Iranian Army’s helicopter fleet includes 50 AH-1J Cobra attack helicopters. For transport, the Army operates 20 heavy CH-47C Chinook helicopters, 69 medium helicopters (comprising 49 Bell 214 and 20 Mi-171), and 78 light helicopters (including 68 Bell 205A (AB-205A) and 10 Bell 206 Jet Ranger (AB-206)). There are concerns about the serviceability of some of this equipment.

The Islamic Revolutionary Guard Corps Naval Forces use 5 Mi-171 Hip multi-role helicopters and have some light Bell 206 (AB-206) Jet Ranger transport helicopters. Naval Aviation operates 10 SH-3D Sea King helicopters for anti-submarine warfare and 3 RH-53D Sea Stallion helicopters for mine countermeasures. Their light transport helicopter fleet consists of 5 Bell 205A (AB-205A), 2 Bell 206 Jet Ranger (AB-206), and 10 Bell 212 (AB-212) helicopters.

According to available information, the Air Force, which includes equipment from the Islamic Revolutionary Guard Corps Air Force, has a serviceability rate of approximately 60% for U.S. aircraft types and about 80% for PRC/Russian aircraft. Their fleet includes 2 Bell 412 multi-role helicopters and several transport helicopters: over 2 heavy CH-47 Chinook helicopters, 30 medium Bell 214C (AB-214C) helicopters, and light helicopters including 2 Bell 206A Jet Ranger (AB-206A) as well as some Shabaviz 2-75 and Shabaviz 2061 helicopters, which are indigenous models in production. Finally, the law enforcement forces operate 24 light transport helicopters, comprising AB-205 (Bell 205) and AB-206 (Bell 206) Jet Ranger helicopters.

The Bell 212 helicopter was used by several armed forces across the world, such as the Royal Thai Navy. (Picture source: US DoD)

The Bell 212, also known as the Bell Two-Twelve, is a twin-engine, medium utility helicopter that first flew in 1968. It was originally manufactured by Bell Helicopter in Fort Worth, Texas, before production was relocated to Mirabel, Quebec, Canada, in 1988. The helicopter features a two-blade rotor system and was produced until 1998. Primarily used in civilian applications, the Bell 212 can seat up to 15 people, including the pilot, and can carry an external load of up to 5,000 pounds.

Developed from the stretched fuselage Bell 205, the Bell 212 was initially designed for the Canadian Forces as the CUH-1N, later redesignated as the CH-135. The U.S. military also adopted the Bell 212 under the designation UH-1N, ordering 294 units. By 1971, the Bell 212 had been adapted for commercial use, notably by Helicopter Service AS of Norway for offshore drilling support. It has also been used in logging, maritime rescue, and Arctic resupply operations.

The helicopter is powered by a Pratt & Whitney Canada PT6T-3 Twin-Pac engine, consisting of two coupled PT6 turbines driving a common gearbox. This engine configuration produces up to 1,800 shaft horsepower and allows the helicopter to maintain performance even if one turbine fails. Early versions of the Bell 212 featured a distinctive fin on the roof for improved turning performance during instrument flight, although this modification was later deemed unnecessary.

The Bell 212 has seen various adaptations, including the Twin Two-Twelve for civil utility transport and military versions such as the Agusta-Bell AB 212. It was further developed into the Bell 412, which features a four-blade main rotor. The Bell 212 was the first U.S. helicopter sold in the People’s Republic of China in 1979. The helicopter’s ICAO designator is “B212,” and it has been widely used in various civilian and military roles.

The Bell 212’s technical specifications include a length of 57 feet 1.68 inches and a height of 12 feet 6.83 inches, with an empty weight of 6,529 pounds and a maximum takeoff weight of 11,200 pounds. The main rotor has a diameter of 48 feet, covering a rotor area of 1,809.5 square feet. Powered by a Pratt & Whitney Canada PT6T-3 or -3B TwinPac engine, it can generate up to 1,800 shaft horsepower. The Bell 212 can cruise at a speed of 100 knots (120 mph) and reach a maximum speed of 120 knots (140 mph). It has a range of 237 nautical miles and a service ceiling of 17,400 feet, with a rate of climb of 1,745 feet per minute.

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According to an article from the Spanish journal InfoDefensa dated May 20, 2024, Colombia is interested in acquiring two ATR (Airbus, Leonardo) 42-500/600 aircraft for the Aviation and Air Assault Division (DAVAA) of its army. The intention is to strengthen the force’s means and infrastructure nationwide to transport troops, equipment, or supplies from the center of the country to any region (particularly the south and southwest) quickly and safely.

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ATR-42/600 Turboprop Transport Aircraft (Picture source: ATR)

The interest in this model also lies in its low operating costs and the ease of obtaining spare parts for these aircraft, which are equipped with PW127M class engines and systems allowing quick conversion from passenger to cargo configuration and vice versa, as well as reinforced doors.

It is worth noting that ATR-42s are operated in Colombia by the Police Air Service, the Naval Aviation Command, the national airline Satena, and the commercial airline Avianca, with a total of approximately more than 20 units of these aircraft.

The ATR 42-600 is recognized for its diversity and strong customer base. Used in more than 100 countries, it serves over 1,300 airports and opens more than 100 new routes worldwide each year. With over 1,600 aircraft delivered and operated by 200 airlines.

The ATR 42-600 offers comfort with a capacity of 30 to 50 seats, providing generous personal space and large overhead bins. It is the most modern aircraft in its category, suitable for unpaved airfields, short and narrow runways, and extreme environments. Its advanced avionics, continuously developed, provide high-tech functionalities.

The ATR 42-600 stands out for its unrivaled accessibility to challenging airports, such as those at high altitudes or with short runways. Equipped with new PW127XT engines from Pratt & Whitney Canada, it offers unbeatable economic performance with a 30% reduction in fuel consumption compared to similar-sized regional jets. Additionally, its direct maintenance costs are reduced by 20%, and its operating costs are 50% lower.

The ATR 42-600 is characterized by its low environmental footprint, emitting 93 grams of CO2 per seat-kilometer and only 2.3 kilograms of NOx per takeoff and landing cycle. It also complies with the noise standards of the International Civil Aviation Organization (ICAO), with a noise margin of -11.4 EPNdB compared to ICAO Chapter 14 certification.

In standard configuration, the ATR 42-600 has 48 seats with a pitch of 30 inches. For ground performance, the takeoff field length at maximum takeoff weight (MTOW-ISA) is 1,107 meters at sea level and 1,040 meters for takeoff with a maximum passenger load over 300 NM (ISA +10). The landing field length at maximum landing weight (MLW-ISA) is 966 meters.

The ATR 42-600’s PW127XT-M engine provides 2,400 SHP, allowing a climb speed of 160 KCAS and a maximum cruise speed of 289 KTAS at FL240. Fuel consumption in cruise is 620 kg/h, with a one-engine-out net ceiling of 3,960 meters. The aircraft has a maximum range with passengers of 726 NM.

The ATR 42-600 has a maximum takeoff weight of 18,600 kg and a maximum landing weight of 18,300 kg. Its typical operational empty weight is 11,750 kg, with a maximum payload of 5,250 kg and a maximum fuel capacity of 4,500 kg.

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On May 16, 2024, the Spanish company Alpha Unmanned Systems announced that, as part of an operational assessment for the U.S. Department of Defense (DoD), they are working with Rapid Expeditionary Concepts (RapidXC) in southern Spain. This collaboration involves testing the integration of an electro-optical sensor into Alpha Unmanned Systems’ A900 helicopter UAV for border control and persistent surveillance applications.
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Alpha Unmanned Systems is collaborating with Rapid Expeditionary Concepts to test an electro-optical sensor for the U.S. Department of Defense, focusing on border control and surveillance with their A900 UAV. (Picture source: Alpha Unmanned Systems)

The team from Alpha Unmanned Systems recently traveled to the province of Jaén to participate in these evaluation exercises conducted by Rapid Expeditionary Concepts for the DoD. The tests aimed to validate the integration of various payloads and sensors on both manned and unmanned platforms for land, sea, and air use, with a particular focus on the advanced electro-optical (EO) sensor designed for border control and persistent surveillance operations with UAS.

The A900 helicopter UAV offers several advantages, as it weighs only 25 kilograms and can perform operations of up to four hours with payloads of up to 4 kilograms. Powered by a combustion engine, the A900 can take off and land automatically with high precision on mobile platforms. This makes it suitable for persistent surveillance missions, which utilize the tiling method. The A900 flies at an altitude of 1,000 meters (3,280 feet) and monitors an area of one square kilometer. The UAV’s cameras divide this area into nine tiles, capturing new images every five seconds and comparing them with previous images. Any detected changes are identified and classified according to the type of object, recording everything from small UAVs to larger objects. This capability is intended to enhance early threat detection and rapid response in high-risk areas, such as borders.

Eric Freeman, co-founder and executive director of Alpha Unmanned Systems, noted that working with the U.S. DoD on this project leverages the flexibility and efficiency of the Alpha 900 UAV. This collaboration allows the company to provide relevant sensor arrays to meet the changing demands of contemporary conflicts in various areas of operation. He emphasized that border control and persistent surveillance operations with the A900 are designed to improve the capacity for early detection of threats and rapid response to critical situations in areas of strategic interest.

Alpha Unmanned Systems has attracted the attention of various naval forces worldwide, including the Greek Navy, the Indonesian Coast Guard, the U.S. Department of Defense, and the Spanish Ministry of Defense. (Picture source: Alpha Unmanned Systems)

The unmanned aerial systems developed by Alpha Unmanned Systems have been acquired by customers in nine countries and are used on four different continents for diverse purposes, including maritime security, power line inspection, mapping, and precision agriculture. Alpha Unmanned Systems has attracted the attention of various naval forces worldwide, including the Greek Navy, the Indonesian Coast Guard, the U.S. Department of Defense, and the Spanish Ministry of Defense. In Spain, the platforms are also employed by the Military Emergency Unit (UME) and the National Institute of Aerospace Technology (INTA).

As reported by Army Recognition on March 27, 2024, Alpha Unmanned Systems has partnered with Indonesian companies PT. Global Defense and PT. MS.Tech to assemble the A900 UAV in Indonesia. The Indonesian Coast Guard will mainly use this UAV to monitor maritime sectors and identify anomalies within Indonesian territorial waters, as the A900 offers a cost-effective alternative to traditional shipborne helicopters. Designed for operations in challenging maritime conditions, this helicopter UAV can perform automatic landings on moving vessels under sea states 4 or 5 of the Beaufort Scale and handle landings with up to 10º of pitch and roll. The UAV is also equipped with autorotation and flotation devices for emergency situations.

The A900 features protection against electromagnetic interference, an onboard generator supplying up to 150W for payloads, a laser altimeter, and navigation lights. It includes technology for operating in GPS-denied environments, while its control station ensures encrypted communications. The UAV offers autonomous Vertical Take-Off and Landing (VTOL) from moving vessels, more than two and a half hours of autonomous hovering, and is powered by heavy fuel for extended usage. It maintains a minimal logistical footprint and is equipped with four payload bays, each supporting a 4kg capacity. For safety and operational reliability, the A900 includes autorotation, a maximum takeoff weight (MTOW) of less than 25 kg, a cruising speed between 60 and 100 km/h, emergency flotation devices, a Boxer low vibration engine, and redundant systems for critical operations.

These characteristics make the A900 adaptable for a variety of missions, including Intelligence, Surveillance, Reconnaissance (ISR), border control, maritime security, search and rescue operations, infrastructure inspection, communications relays, and forward observation.

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On May 17, 2024, the anti-aircraft missile crew of the Ansar Allah movement, commonly known as the Houthis, successfully shot down a fifth American MQ-9 Reaper UAV in Yemeni airspace. The Houthis have now managed to shoot down another valuable American MQ-9 Reaper drone, bringing the total number of American UAVs downed to six, including five MQ-9 Reapers, for a total value of approximately $153.2 million.
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Following the downing of the 5th MQ-9 Reaper, residents in Wadi Marib burned the wreckage before loyalist army units could arrive (Picture source: Russian social media)

According to available information, this marks the fifth instance where Houthi forces have brought down an American attack and reconnaissance UAV. While American sources claim that the drone fell due to technical problems, there are speculations about the potential use of electronic warfare in this incident, similar to previous occurrences. Some sources suggest that the Iranian Saqr 358 loitering surface-to-air missile may have been used to shoot down this fifth MQ-9 drone.

The Saqr 358 missile, developed by Iran, is a loitering surface-to-air missile that combines features of both a suicide drone and a conventional surface-to-air missile. It is used by groups such as the Houthis, Hezbollah, and Islamic Resistance in Iraq. First revealed in Yemen in 2019, it is designed to operate at altitudes over 10 km with a maximum range of 100 km. The missile includes a solid rocket booster for launch and a turbojet for sustained flight, allowing it to travel at subsonic speeds and loiter to identify and engage targets. It employs an imaging infrared seeker, an inertial navigation system, satellite navigation, and a vertical gyroscope, enabling it to target various aerial threats, including helicopters and drones.

The missile’s design features a cylindrical body with three sets of fins for maneuverability and stability and can be launched from simple ground or vehicle-mounted stands. It incorporates commercially available components, such as the Titan AMT gas turbine and Xsense Technologies’ inertial sensor module. The launch process involves the missile’s booster stage propelling it to sufficient speed, after which the booster detaches, and the gas turbine engine takes over. Infrared sensors and an optical proximity fuse allow the missile to destroy targets with shrapnel even without direct impact.

The Saqr 358 missile, developed by Iran, is a loitering surface-to-air missile that combines features of both a suicide drone and a conventional surface-to-air missile. (US Department of Justice)

Brigadier General Yahya Sari, the official representative of the Yemeni Armed Forces, confirmed that the Houthi air defense forces shot down the MQ-9 Reaper in the northeastern Yemeni province of Marib. This statement could indeed confirm the use of such a surface-to-air missile. According to this statement, the MQ-9 drone was reportedly performing hostile actions in the airspace of Marib province when it was intercepted by a ‘locally produced’ surface-to-air missile. Following its downing, residents in Wadi Marib burned the wreckage before loyalist army units could arrive. The official statement from Brigadier General Yahya Sari noted that the incident took place with the help of the Supreme Air Defense of Yemen, and scenes of the downing would be published later.

The loss of the MQ-9 Reaper adds to a growing list of American UAVs shot down by Houthi forces. Prior to this event, at least five U.S. drones had been downed by the Houthis. These incidents include an MQ-9 Reaper downed on June 7, 2019, by a surface-to-air missile; another MQ-9 Reaper intercepted on November 1, 2017, in western Yemen; an MQ-9 Reaper reported shot down in August 2023; another MQ-9 Reaper shot down on April 25, 2024, over Saada province; and a ScanEagle drone downed in 2023. The cumulative value of these downed drones, including the latest MQ-9 Reaper, is now approximately $153.2 million. Each MQ-9 Reaper is valued at $30 million, while the ScanEagle drone is worth $3.2 million.

Introduced on May 1, 2007, the MQ-9 Reaper is a multi-role, remotely piloted aircraft system used by the US Air Force for intelligence, surveillance, reconnaissance (ISR), and precision strike missions. It features a suite of sensors, including infrared, daylight TV, and laser designators, and can carry a payload of up to 1,700 kg, including Hellfire missiles and laser-guided bombs. The Reaper can operate at altitudes up to 50,000 feet and has a range of over 1,900 kilometers. It is controlled remotely and offers a cruise speed of 313 km/h, thanks to a Honeywell TPE331-10 turboprop engine generating 900 hp.

Introduced in 2005, the smaller ScanEagle is a long-endurance unmanned aerial vehicle designed by Insitu, a Boeing subsidiary, for Intelligence, Surveillance, and Reconnaissance (ISR) operations. It can fly for over 24 hours at altitudes up to 15,000 feet. The ScanEagle is launched using a catapult and recovered with a SkyHook system, which eliminates the need for runways. It is equipped with electro-optical and infrared cameras to provide real-time video and imagery. Its small size, coupled with a weight of only 18 kg, allows for deployment in remote areas without extensive infrastructure, making it suitable for a variety of missions, including battlefield surveillance or maritime patrol, at a cruise speed of 111 km/h.

Introduced on May 1, 2007, the MQ-9 Reaper is a multi-role, remotely piloted aircraft system used by the US Air Force for intelligence, surveillance, reconnaissance (ISR), and precision strike missions. (US Air Force)

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Diehl Defence announced on May 17, 2024, that the KF-21 from Korea Aerospace Industries (KAI), a 4.5th generation indigenous fighter jet still under development, successfully completed its first guided test firing of the IRIS-T short-range air-to-air missile (AIM-2000). This significant milestone was achieved in collaboration with Diehl Defence, marking a key moment in the KF-21 fighter program, South Korea’s most ambitious fighter jet initiative to date.
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Since 2017, KAI and Diehl Defence have been working closely to achieve a seamless integration of the IRIS-T, known as Europe’s most advanced short-range air-to-air missile (Picture source: South Korean DAPA)

The successful test of the IRIS-T missile this month follows previous achievements within the program. Following the aircraft’s first flight in early 2023, a safe separation test was conducted in May 2023, which involved firing an unguided missile in flight. The recent test in May 2024 saw the missile designated by the onboard AESA radar, successfully engaging a target drone. This comprehensive test not only demonstrated the initial air-to-air capability of the KF-21 but also showcased the performance of the IRIS-T.

The KAI KF-21 Boramae, a multi-role fighter jet developed by Korea Aerospace Industries, epitomizes South Korea’s ambition and technological prowess in military aviation. The prototype was revealed in 2021, and it successfully completed its maiden flight on July 19, 2022. The KF-21 is on track to be operational by 2026, aligning with the timeline projected in 2019.

This significant undertaking required a substantial investment of approximately 8,800 billion won, roughly equivalent to 7.56 billion US dollars. The cost per unit for the KF-21 is estimated at 50 million US dollars.

Technically, the KF-21 is equipped with two F414-400K dual-flow turbojet engines. It features a wingspan of 11.2 meters, a length of 16.9 meters, and a height of 4.7 meters. The aircraft’s maximum takeoff weight stands at 25,580 kilograms. Capable of reaching speeds up to 2,250 kilometers per hour, the KF-21 has an operational range of 1,000 kilometers. It is designed to be armed with up to four Meteor missiles, with plans to start outfitting the aircraft with these next month.

Since 2017, KAI and Diehl Defence have been working closely to achieve a seamless integration of the IRIS-T, known as Europe’s most advanced short-range air-to-air missile. Their collaborative efforts have led to this notable success. Helmut Rauch, CEO of Diehl Defence, expressed his congratulations to KAI for their exceptional performance in the development of the KF-21 program and his pride in Diehl Defence’s role in this success with the IRIS-T missile.

This live firing from the KF-21 also marks an important milestone for the IRIS-T program, demonstrating its compatibility with both legacy and modern fighter aircraft. Following an agreement in February 2024 between KAI and Diehl Defence, plans are underway to begin integrating the IRIS-T into KAI’s FA-50, preparing both platforms for demanding missions.

The IRIS-T system has already been integrated into several major combat aircraft platforms worldwide, including the Panavia Tornado, Eurofighter Typhoon, JAS-39 Gripen, F-16, EF-18, and F-5. It is currently in service or on order with various NATO countries, as well as Brazil, Thailand, Saudi Arabia, and South Africa.

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Airbus Defence and Space, the prime contractor for the Eurodrone program, announced on May 16, 2024, that the Preliminary Design Review (PDR) has been successfully completed. This significant milestone was achieved in collaboration with OCCAR (Organisation for Joint Armament Cooperation) and representatives from the four customer nations: France, Germany, Italy, and Spain. The PDR was attended by the three major sub-contractors, Airbus Defence and Space Spain, Dassault Aviation, and Leonardo.
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Artist rendering of the future design of the Eurodrone. (Picture source Airbus)

The PDR (Preliminary Design Review ) is a crucial step in developing the Eurodrone, demonstrating that the initial design has matured sufficiently to advance to the detailed design phase. This review included various technical assessments and evaluations, such as Wind Tunnel Testing to confirm the aerodynamic configuration and the validation of a fully representative Digital Twin. The PDR ensures that the overall design meets operational capability requirements.

Jean-Brice Dumont, Head of Air Power at Airbus Defense and Space, emphasized the importance of this achievement, stating, “Performing the Preliminary Design Review for the development of Eurodrone represents an important step forward for this key European defense program. It shows a real joint effort and collaborative spirit from all industrial partners and the Customer community to ensure European sovereignty and independence in this critical segment of unmanned long endurance ISTAR capability.”

The successful PDR marks the transition of the Eurodrone program into the next phase, aiming for the Critical Design Review (CDR). The CDR will be the final step in closing the architecture and system design, solidifying the blueprint for this advanced unmanned aerial system.

Equipped with cutting-edge technology, the Eurodrone is designed to be a cornerstone of future combat air systems. It will play a vital role in international conflict prevention and crisis management, providing superior operational capabilities in Intelligence, Surveillance, Target Acquisition, and Reconnaissance (ISTAR) missions. The Eurodrone will ensure that the participating nations maintain operational superiority in critical defense segments.

Since its inception, the Eurodrone program has benefitted from both physical and digital design philosophies. It continues to demonstrate the European defense industry’s collaborative spirit and technical expertise.