The German firm on Wednesday announced it will work with Groupe ADP, which manages 23 airports around the world, including Paris’ Charles de Gaulle Airport (LFPG) and Le Bourget Airport (LFPB), to prepare eVTOL infrastructure in Europe, Asia, and the Middle East.

Separately, at the Farnborough International Airshow in the U.K., Lilium on Tuesday signed a memorandum of understanding (MOU) with SEA Milan, which operates the Italian city’s airports, and vertiport developer Skyports Infrastructure to build a Lilium Jet network in Italy’s Lombardy region.

These regions are envisioned as early launch markets for the Lilium Jet, a zero-emission, six-passenger design capable of cruising at 162 knots on city-to-city trips spanning 25-125 sm (22-109 nm).

Groupe ADP, working with fellow German eVTOL manufacturer Volocopter, is developing an air taxi network connecting five vertiports across the Paris region, including at Charles de Gaulle and Le Bourget.

The original plan was for air taxi public transport and tourism routes to be ready for the 2024 Olympic Games, which open Friday in Paris, though that appears to be out the window. The French government signed off on heavily restricted, nonpassenger carrying flights, but Paris’ city council said it will fight the authorization in court.

Although it looks like the Paris Olympics won’t quite be the eVTOL launchpad for which Groupe ADP had hoped, it could make history by bringing the Lilium Jet to the region. With a projected commercial launch in 2026, the jet—which takes off like a helicopter but cruises on fixed wings—will likely be the first of its kind to hit the market.

“It is becoming increasingly clear that some of the very first eVTOL flights will happen in France, and this partnership brings that milestone closer into view,” said Sebastian Borel, chief commercial officer of Lilium. “Groupe ADP has an impressive portfolio of airports, both in France and around the world, in markets that will be key to Lilium’s commercial operations.”

Earlier this year, Lilium said it was in “advanced talks” with the French government to install manufacturing facilities in the country. It is also collaborating with Aéroports de la Côte d’Azur and vertiport developer UrbanV to create a network in the French Riviera.

Groupe ADP will now work to accommodate the six-passenger design, which is significantly larger than Volocopter’s air taxi, at vertiports throughout Paris.

“We are thrilled to officialize the work we have been conducting with Lilium to ensure the development of new services by eVTOL in the Paris region and worldwide,” said Edward Arkwright, deputy CEO of Groupe ADP.

The partnership will also extend to Turkey, India, and Saudi Arabia, where Lilium is planning another network with flag carrier Saudia. The airline this month agreed to purchase 100 Lilium Jets. On Monday at Farnborough, the manufacturer said it signed an MOU with Saudi Arabia’s General Authority of Civil Aviation (GACA) to prepare eVTOL regulations in the country.

Italy is set to be another important market for Lilium as the company partners with SEA Milan and Skyports to serve the Lombardy region, home to an estimated one-fifth of the country’s population. The manufacturer, airport operator, and infrastructure specialist hope to bring a network online by 2027.

“We’ve been working with our partners at SEA for some time, and we’re excited to prepare to open the doors of our vertiports and see eVTOL aircraft take flight over Lombardy,” said Duncan Walker, CEO of Skyports.

SEA will manage airport hubs and will operate vertiports jointly with Skyports, which will lead the development and construction of the sites. An initial route will connect Milan Malpensa Airport (LIMC) with the Milan city center.

In 2022, Lilium secured an order for 12 jets from operator Globe Air, which plans to fly them in the French Riviera and Italy—it’s unclear whether these aircraft will be part of the planned network.

The German manufacturer also has plans for the U.S. With newly established operating partner UrbanLink Air Mobility, it intends to fly in Florida, California, and the Caribbean U.S. territory of Puerto Rico.

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The German manufacturer announced it will build a vertiport network for the zero-emissions aircraft in the French Riviera, connecting Monaco, Marseille, Nice, Cannes, Golfe de Saint-Tropez, Aix-en-Provence, and Sophia Antipolis. It aims to launch flights in 2026.

Lilium signed a partnership with Italian vertiport network operator and Airbus partner UrbanV as well as Aéroports de la Côte d’Azur (ACA), which manages Cannes Mandelieu Airport (LMFD), Golfe de Saint-Tropez Airport (LFTZ), and Nice Côte d’Azur Airport (LMFN): the country’s second-largest airport, transporting an estimated 14 million passengers annually. UrbanV is a subsidiary of Aeroporti di Roma, SAVE Group, Aeroporto di Bologna, and ACA, which has committed to achieve carbon neutrality without offsetting its own emissions by 2030.

Lilium’s French Riviera ecosystem will include vertiports at these locations and others under consideration. It is in discussions with local partners to construct additional takeoff and landing sites in Sophia Antipolis, Aix-en-Provence, and Marseille, with the expectation that those agreements will be finalized by year’s end.

“Our territory offers a unique opportunity to fly over the sea to directly connect the main economic, cultural or tourist destinations,” said Franck Goldnadel, chairman of the board of ACA. “A complementary alternative to the helicopter, the eVTOL has its place in the air transport offered from Nice Côte d’Azur.”

Lilium’s flagship jet, combined with electric ground infrastructure from UrbanV, should help remove some emissions from France’s premium and business aviation segments.

Unveiled to the public for the first time last week at the European Aviation Business Convention and Exhibition (EBACE) in Geneva, the aircraft is designed to cruise at 162 knots on city-to-city trips spanning 25-125 sm (22-109 nm). Thirty-six electric ducted fans embedded in the aircraft’s fixed wings provide vertical propulsion and are shielded by flaps during forward flight.

Lilium on Tuesday said it is in talks with several operators interested in purchasing and operating the Lilium Jet in the French Riviera, which accommodates millions of tourists every year. Already, it has an agreement with Austrian private jet operator GlobeAir for the intended purchase and operation of 12 aircraft in the South of France and Italy.

“As a truly European company based in Munich, Germany, with flight testing in Spain and with nascent roots in France, Lilium is extremely proud to be able to assist in the creation of the first regional eVTOL network in the South of France and the first commercially viable network in the E.U.,” said Sebastien Borel, chief commercial officer of Lilium. “We see an enormous potential in this region and cannot wait to see our Lilium Jet fly there soon.”

The multifaceted partnership comes after Lilium entered “advanced” talks with the French government to add a high-volume aircraft production facility in the country. The company is considering several locations and expects to invest up to 400 million euros (about $432 million) into the site over several years. In addition, it already sources aircraft components from French suppliers Saint-Gobain Aerospace, Michelin, and Expliseat.

Lilium in December began building the first of seven production prototype Lilium Jets at its final assembly line in Wessling, Germany. Both it and the French facility are intended to supply fleets globally.

In the U.S., the manufacturer is working alongside newly formed operator UrbanLink Air Mobility, Orlando International Airport (KMCO), and other stakeholders to build an initial eVTOL network in South Florida. It is collaborating with FBO network Atlantic Aviation to electrify more than 100 Atlantic terminals nationwide.

Lilium also hopes to introduce its flagship aircraft in China, the Philippines, the Middle East, South America, and across Europe, the latter in partnership with Lufthansa.

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The German manufacturer says it is in “advanced discussions” with the French government to add a high-volume aircraft production facility in France, citing it as an attractive market for its flagship Lilium Jet. The company plans for the aircraft to enter service in 2026.

Lilium says it is evaluating several sites for a manufacturing hub in the country, including in the Nouvelle-Aquitaine region, which it describes as a “hotbed” for aerospace and battery production. The company estimates it will invest up to 400 million euros (about $432 million) into the site over several years, creating as many as 850 jobs.

Discussions on site selection—as well as potential French government subsidies and loan guarantees for the project—were announced Monday at the Choose France Summit in Versailles and are expected to conclude “in the coming weeks,” per Lilium.

The manufacturer says it picked France because of the country’s “well-established aerospace industry, expertise in electric mobility, highly skilled workforce, and supportive government environment.” It added in a post on social media platform X that it is already sourcing Lilium Jet components from French aerospace suppliers Saint-Gobain Aerospace, Michelin, and Expliseat.

Lilium in December began production of the first Lilium Jet prototypes at its final assembly line in Wessling, Germany. However, the company intends for the aircraft to be operated worldwide, including in the French Riviera in partnership with private jet operator GlobeAir.

Adding a manufacturing hub in France positions those operations closer to the company’s service areas, which could simplify its supply chain, for example. However, it says its French facilities are intended to serve the global market.

Lilium on Monday said it has more than 780 binding orders and memorandum of understanding (MOU) agreements from operators for its flagship aircraft, which it will debut publicly at the European Aviation Business Convention and Exhibition (EBACE) in Geneva later this month.

The company’s most recent agreement includes 20 firm aircraft orders and options apiece from U.S. operator UrbanLink Air Mobility, which intends to fly the aircraft out of Lilium vertiports in South Florida.

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Groupe Dassault consists of several enterprises beyond Dassault Aviation, including Dassault Systèmes, Le Figaro (media and services), Immobilière Dassault (real estate), Dassault Wine Estates (including Saint-Émilion, France-based Château Dassault), and Artcurial (auction house).

Edelstenne rose to lead the French conglomerate on May 28, 2018, following the death of Serge Dassault. Trappier comes into the position having longtime experience with the company. He served as executive vice president, international directorate, leading the company’s successful bid to sell the Mirage 2000-9 fighter to the United Arab Emirates in 1998, as well as the selection of the Rafale fighter following India’s Medium Multirole Combat Aircraft RFP in 2012.

Trappier graduated from Telecom SudParis academy for engineers and then served in the French Navy as an officer. He joined Dassault Aviation in 1984 as a systems engineer in the business unit’s design department. Currently, he also serves as chairman of Dassault Falcon Jet, and he’s a member of the French Légion d’Honneur and Knight of the Ordre National du Mérite.

Dassault Aviation certified the Falcon 6X in 2023 under Trappier’s leadership and continues development of the Falcon 10X with certification anticipated in 2025.

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“Elephant walk” is a U.S. Air Force term that dates back to World War II and refers to aircraft taxiing en masse in a single line and close formation as a method of demonstrating air power. 

Aircraft from the U.S. Air Force, Marine Corps and Navy, Royal Australian Air Force (RAAF), Japan Air Self-Defense Force (JASDF), French Air and Space Force, and Republic of Korea Air Force were represented in Monday’s event marking the launch of the “Cope North 2024″ quarterly bilateral exercise. 

• READ MORE: B-52 Bombers Deploy as Part of Indo-Pacific ‘Strategic Deterrence Mission’ 

“Being able to direct and oversee this amazing showing of interoperability from Andersen AFB has filled me with awe,” Senior Airman Robert Rennie, an air traffic controller assigned to the 36th Operations Support Squadron, said in a statement. “The sheer amount of aircraft and the way our allies and partners operate together with us is inspiring.”

Cope North exercises, originally established in 1978, represent the U.S. Pacific Air Forces’ largest multilateral exercise. This year, an estimated 1,700 U.S. airmen, Marines, and sailors are expected to participate, as well as 700 service members from coalition air forces. According to the U.S. Air Force, 85 aircraft are scheduled to fly 1,400 missions across three islands and six airfields.

“Throughout the exercise we aim to aggressively practice combat air forces and mobility air forces dispersal activities in concert with all six participating nations,” said Lieutenant Colonel David Overstreet, Cope North lead planner.

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Daher’s position demonstrates well the state of the global aerospace market.

“We are in a paradox situation—some are happy; some are not happy,” said Patrick Daher, board chair for the Daher group, in kicking off the company’s performance review for 2023 in Paris on February 7. “We are feeling the impact of the international situation, and then we are still recovering from COVID, but the COVID crisis is over for us…But some international threats—for example the war in Ukraine and the Middle East, the future elections, the situation in China—all these events have created a political instability that is really worrying for the future.”

Yet industry events such as the 2023 Paris Air Show indicate where the future lies—with caution as to the expense of making change. “As chairman [of] the Salon de Bourget in 2023 and chairman of Daher…I have the chance to see that energy transition is coming with a really high price,” said Daher. “Speaking about industry, we have really good news in terms of an increase in production.”

In 2023, Daher recorded strong deliveries of both its TBM and Kodiak series turboprops, with a total of 56 TBMs and 18 Kodiaks, for a total of 76 units. In addition, it counts more than 100 turboprops in its order book, taking it well into 2025.

READ MORE: Daher Delivers 100th TBM 960

An Industry Overview

At the same time, major Daher client and partner Airbus has never manufactured so many aircraft—a record number went out the door in December, as Daher noted in the report. That is in spite of the constant pressures brought on by inflation, provisioning difficulties, recruitment challenges, rise in wages, and lowering margins. Collectively these have led to soft pricing models that have persisted through the past couple of years.

“We have forgotten how to deal with such problems of inflation that we experienced 20 years ago,” said Daher. “It was really hard to find raw materials, and this was linked to geopolitical problems, [such] as the war in Ukraine. We were missing material. This lack of raw materials is linked to the mismanagement of the supply chain—the suppliers failed to ship what we needed to manufacture our aircraft—and to produce what our clients asked us to do.”

Another problem Daher noted has been the lack of employee candidates. “It is not easy to recruit the right profiles…The COVID crisis changed behaviors in terms of wages and employees, so it is really hard for us to hire and find talents.” This has driven companies like Daher to invest heavily in training—because like never before they have had to recruit from outside the aviation industry.

“All these factors in 2023—after COVID, we were expecting 2021 and 2022 to be difficult—but these problems arrived in 2023,” Daher said. “All of these factors resulted in our weakened profitability. We need to consider the energy transition and the decrease in carbon intensity…2023 highlighted the emergency but also the [convergence], vis-à-vis the problem of decarbonization.”

The Daher group considers government support crucial—specifically CORAC, the French council for civil aviation research—and 300 million euros per year have been earmarked by CORAC to help fund the energy transition. “Aviation industry, all research efforts, have converged, because in the past each company focused on a specific research field, but right now there is a really clear target: low-carbon, low-emission aircraft,” Daher said.

Eco-Pulse Update

For the French OEM, the convergence flies today via its hybrid-electric Eco-Pulse technology demonstrator, which uses a TBM airframe, electric motors and powertrain components form Saran, and electric power storage by Airbus in a distributed lift model (simply put) to test various components and how they interact in actual flight operations. The Eco-Pulse retains a Pratt & Whitney PT6A turboprop engine, but in December made its first flight segments completely powered by the six electric motors.

“It is a major step towards decarbonization,” said Daher. “Because high voltage electricity can be a good solution…we are continuing with some hybrid tests. This is the first step…People thought I was crazy [last year] when I spoke about this target [to have a marketable product by 2027], but we are headed in that direction.” It will be a TBM or Kodiak because those are the models Daher has in its portfolio, but the company has yet to determine which will be chosen and exactly what that will look like.

FLYING asked if the OEM could share any feedback—including any performance data, if possible—from those first flights. Christophe Robin, vice president of engineering for Daher’s aircraft division, provided this insight: “EcoPulse is a technology demonstrator, therefore, aircraft performance is not the goal. The EcoPulse configuration has been chosen with the strategy of increasing the level of complexity in hybridization to develop a ‘maturity picture’ for all of the technologies involved—including examining side effects such as weight penalties, as well as issues induced by HIRF (high-intensity radiated field) and lightning.”

READ MORE: We Fly: Daher TBM 960

Log’in, Shap’in, Fly’in

To support innovation efforts, Daher launched its second tech center, Log’in, in Toulouse, also geared toward decarbonization. “Out of 7 million tonnes [of carbon emissions] we realized that a big quantity is related to our clients, and we want to work on these figures [as well] in order to work on decarbonization,” said Daher.

Fly’in will be the third tech center Daher launches, in Tarbes, focused on aircraft development, “stepping up” in both technology and the drive towards net-zero emissions.

FLYING also asked Daher to expand on the current projects that have already been realized from the new technology centers and Eco-Pulse. Robin shared a portion of what the group has learned thus far, and what it expects to benefit from. 

“In addition to the aspects of EcoPulse that are linked to aircraft hybridization, another important focus is demonstrating the application of advanced composites on aircraft,” said Robin. “Under the guidance of Daher’s research and technology teams, EcoPulse is using composites for the aircraft’s winglets, engine pylons, Karman and battery fairings, as well as the air inlet—which were produced primarily with an infusion-based carbon/cork micro-sandwich. A goal of EcoPulse is to make it possible to evolve the performance and feasibility of integrating these technologies on secondary parts/components of Daher-built aircraft, while developing rapid prototyping skills used within the aviation framework.”

This is complementary to other developments underway at Daher—including projects in cooperation with partners such as CORAC (the French Council for Civil Aeronautical Research).

Pascal Laguerre, chief technology officer for Daher, provided significant insight beyond the Eco-Pulse demonstrator. “Taking a wider view for activities outside the framework of EcoPulse, Daher devotes a significant part of its overall R&D budget to thermoplastics,” said Laguerre. “This material is particularly promising in the world of aerostructures for future applications on production aircraft. It lends itself more easily to the automation of production (issue of throughput), and it is recyclable, repairable and weldable. Its mechanical properties make it possible to use less material and, overall, make structures lighter—all of which are key qualities with a view toward reducing carbon emissions. This is focused on accelerating the development of real applications in the future for the benefit of its customers, including [several more widely focused] projects.”

For example, as part of CORAC, Daher leads the largest French research project on thermoplastics in current execution, called TRAMPOLINE 2 (TheRmoplAstic coMPosites for hOrizontaL tail plaNE), as well as utilizing induction welding instead of riveting—with a weight savings of 15 percent.

Also, the investment has already borne fruit in components that will be found on the company’s current TBM product lines.

“After more than three years of R&D work, Daher succeeded in manufacturing rudder pedals in recycled high-performance thermoplastic composites from production scraps to equip the TBM, which have been certified for flight on production TBMs,” said Laguerre. “In addition to being lightweight, thermoplastics have low thermal conduction, as well as equal or better physicochemical and mechanical properties: It’s a win-win for Daher customers. And beyond the environmental benefits, the cost of these parts is significantly reduced compared to metal machining.

“In addition, Daher has obtained the first results of an R&D project called CARAC TP, carried out in collaboration with a set of academic laboratories competent in composite materials. The objective [is] to identify and characterize the thermoplastic composites best suited to aeronautical applications and compare them to thermoset materials. The project makes it possible to study materials in depth through multiple tests that go beyond the scope of qualification programs carried out in the industry: impact resistance, fire resistance, environmental aging (ozone, UV, fluids), impact of manufacturing processes on physicochemical properties, material performance, etc.”

Daher looks also outside its walls to new small businesses to help drive this innovation charge. Encouragingly, more than 300 aerospace-relevant startups took part in the Paris Air Show.

“We had 25 of these startups at the Daher stand at Le Bourget,” said Daher, noting that the company looks forward to engaging with these innovators, perhaps through acquisition or collaboration, on various projects.

WATCH: We Fly the Kodiak 900, Ready for Grand Adventures

The Takeoff 2027 Strategy

Daher reported a strengthening bottom line but noted there is room for improvement. At the press conference, Daher CEO Didier Kayat indicated the belief that Daher would become profitable based on its strategic realignment to better serve four sectors: aircraft, industry, industrial services, and logistics. The company also plans a transformation of the organizational structure by 2025, to help align and draw down any existing silos between the business functions.

To this end, Daher made a quartet of additions to its executive committee in the later part of 2023. On October 1, Alain-Jory Barthe joined Daher’s Industry division as senior vice president. Then, on January 1, Cédric Eloy became the head of the Industrial Services division as senior vice president of manufacturing services, and Julie de Cevins became the group’s chief sustainability officer—a key appointment, given the group’s charge to attain net-zero goals by 2050. Finally, on February 1, Aymeric Daher became senior vice president of the Logistics division.

Daher is adapting its organization to support the four business units, with the following actions:

• To create a managerial culture that is based in what it calls the “Daher Leadership Model”—effectively empowering a cadre of 1,500 leaders within the company to act with an entrepreneurial spirit
• To anticipate challenges and innovate toward decarbonisation solutions, with Eco-Pulse among other projects
• To support the acquisitions needed for growth across the four sectors.

Acquisitions have already borne fruit for the company, including the Stuart, Florida, facility.

“The acquisition of AAA strengthened the Industrial Services division, for example,” Daher said. “We are now the leader of industrial services…We can support aircraft manufacturers in peak periods.”

If Daher can make its way through the concurrent challenges of acquisition-driven growth, corporate restructuring, price pressures, and order fulfillment, its plan for the years ahead puts it on track to form part of the global solution to decarbonization—as well as providing the aircraft the customer demands for the future.

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Survey Copter—an Airbus subsidiary— signed a firm order with the French Defense Procurement Agency (DGA) for 15 onboard systems (30 aircraft) of Aliaca fixed-wing electric UAS, plus associated training and integrated logistics support for the French Navy, the company announced Monday. The company said deliveries of the systems will begin this year and “will be used to equip new ships and ship types, and to enhance their onboard capabilities.”

• READ MORE: Airbus Helicopters Looks to Expand UAS Portfolio with Acquisition

The request builds upon a 2020 order of 11 systems and 22 aircraft that have been called the French Navy’s “remote field glasses” due to their ability to provide airborne surveillance, detection, and identification capabilities for high seas patrol boats and surveillance frigates, according to the company.

“We are very honored to participate in the French government’s action at sea and to continue supporting the French Navy in its many missions,” said Christophe Canguilhem, CEO of Survey Copter, in a statement. “This additional order confirms the relationship of trust we have with the DGA and the French Navy, and the quality, efficiency, and reliability of our drones systems at sea.” 

• READ MORE: Airbus U.S. Space and Defense Adds New Line of Business in Drones

The order is the latest for Airbus, which late last year announced it was launching a business line dedicated to military drones. In January, Airbus also announced its intent to acquire Aerovel, the manufacturer of the Flexrotor tactical drone. 

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The companies said the deal, struck at the Dubai Airshow, is a significant addition to BAA’s training fleet. With the new aircraft, BAA will be able to offer students increased capacity and a more streamlined flight training process. 

• READ MORE: ATP Inks Deal for 40 Cessna Skyhawks

The Cessna Skyhawk, designed and built by Textron Aviation, is recognized as a top trainer and represents the most popular single-engine aircraft in history with more than 45,000 delivered around the world since its first flight in 1955. 

“For over six decades, the Cessna Skyhawk has inspired the next generation of pilots and served as the world’s leading flight trainer,” said Chris Crow, vice president of piston sales for Textron. “We are delighted to continue the relationship with BAA Training to provide their students access to the most produced single-engine aircraft globally.”

The latest Skyhawk is known for stable flight characteristics and advanced avionics, along with dispatch reliability that makes it a particularly effective and dependable training platform. The new airplanes to be delivered to BAA feature the 180 hp Lycoming IO-360-L2A engine, Garmin G1000 NXi avionics with wireless connectivity,  standard angle-of-attack display, and McCauley fixed-pitch aluminum propeller. 

• READ MORE: Textron To Deliver 15 Cessna Skyhawks to Epic Flight Academy

“BAA Training has set an ambitious milestone to achieve a capacity of up to 1,000 students per year, necessitating a significant expansion of our fleet,” said Marijus Ravoitis, CEO of BAA Training. “We are glad to finalize this order, as the addition of 48 Cessna Skyhawks will bolster our resources, enabling us to accommodate the growing demand for training and further solidify our position in the industry.”   

BAA Training offers comprehensive aviation training solutions for aspiring commercial pilots, from initial training to type ratings. The company has operations in several locations, including Spain, Lithuania, France, and Vietnam.

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The VSR-700 uncrewed aerial system (UAS) was developed as a demonstrator for the naval aerial drone system (SDAM) by Airbus Helicopters and Paris-based navy development firm Naval Group. The maritime trial was executed October 2-9 while on board the multimission frigate (FREMM) Provence as it operated in the Mediterranean, the General Directorate of Armaments (DGA) said.

The UAS is an autonomous platform designed to operate with naval vessels and derived from the Guimbal Cabri G2 light helicopter. The FREMM had been adapted to operate the SDAM by Naval Group in order to demonstrate the UAS’ surveillance performance from an operational warship.

The Mediterranean trial was the latest in a testing campaign that began in March 2022, when the UAS underwent more than 130 landings on a civilian boat during difficult sea conditions. During the October trial, more than 25 engineers and technicians tested the UAS in a series of progressive scenarios, from taking off and landing to a flight that represented a tactical employment scenario integrated with the FREMM crew, the DGA said.

“The flights made it possible to validate the implementation of the drone in scenarios of increasing complexity and to demonstrate its ability to take off and land automatically in conditions representative of its operational use,” the DGA said in a statement.

The event marked a major step for the reinforcement of the French Navy’s future capabilities, said Pierre-Eric Pommellet, CEO of Naval Group.

“We have passed a significant milestone in terms of the complexity of the integration of an UAS on board a heavily armed vessel, both physically and operationally,” Pommellet said. 

Airbus Helicopters expects to offer an initial operational capability by 2026, said company CEO Bruno Even.

“We are proud to see that the SDAM and the VSR700 are maturing,” Even said in a statement. “Working alongside Naval Group and other local partners, we are building a robust and sovereign solution.”

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From the best young journalist to lifetime achievement awards in reporting and photography, the event feted those who have committed their careers to reporting on a wide-ranging remit that continues to expand.

Notable winners included:

• Best Aviation Image, Giovanni Colla
• Best Digital Submission, Aviation Week Check 6 Podcast
• Best Young Journalist, Lucy Powell
• Best Safety, Training & Simulation Submission, Elan Head’s “What’s missing from the debate over the 1,500-hour rule” in The Air Current
• Best Passenger & Crew Wellbeing Submission, James Wynbrandt’s “Mental wellness gets post-Covid safety focus” in Aviation International News
• Best In-Depth Feature, Judges Commendation, Jon Ostrower’s “A different way to think about the future of flying in China”; and winner Guy Norris’s “Mind the Gap” in Aviation Week & Space Technology
• Bill Gunston Technology Writer of the Year, Patrick Veillette
• Aerospace Reporter of the Year, Greg Waldron
• Outstanding Achievement in Aviation Photography, Katsuhiko Tokunaga
• Lifetime Achievement Award, Jacques Callies, Aviation et Pilote

Held for the first time at Paris Air Show since 2019, before the COVID-19 pandemic paused the venerable convention, the tenth-anniversary event also gave all in attendance—led by organizer Peter Branfield of Branfield & Associates—the chance to honor fellow journalist Jerry Siebenmark, of Aviation International News, posthumously, with a raise of their watches in his memory. FLYING contributor Fred George was recognized by a Lifetime Achievement Award in 2021.

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