This article is based on an official press release from De Havilland Aircraft of Canada Limited.

On March 10, 2026, De Havilland Aircraft of Canada Limited (DHC) issued a comprehensive production update regarding the De Havilland Canadair 515 (DHC-515) amphibious firefighting aircraft. The announcement marks a critical milestone in the revival of heavy waterbomber manufacturing, a sector that had seen no new purpose-built aircraft produced for nearly a decade. As global wildfire seasons grow increasingly severe, the resumption of this production line represents a vital development for international aerial firefighting fleets.

According to the official press release, manufacturing is actively progressing at the company’s facilities in Calgary, Alberta. The update provided a detailed look at the structural assembly of the first DHC-515 airframes, alongside a robust overview of the aircraft’s growing international and domestic orders book. The program, which officially launched in March 2022, is now moving steadily toward its first scheduled deliveries.

We have reviewed the production data, historical context, and order specifications provided by De Havilland Canada and associated industry research to outline the current status of the DHC-515 program.

Production Milestones and Manufacturing Progress

Fuselage and Wing Box Assembly

De Havilland Canada’s update highlighted several major structural achievements on the Calgary aerostructure assembly line. The company confirmed that the forward fuselage of the first DHC-515 has been successfully formed by joining the aircraft’s cockpit and hull. This structural integration is a primary indicator that the initial airframe is moving out of the component phase and into major assembly.

Additionally, the manufacturer announced the completion of the first DHC-515 wing box. Measuring 28.6 meters in length, this massive structure is a critical component of the aircraft’s high-wing design, which is engineered to withstand the extreme aerodynamic stresses of low-altitude firefighting operations.

Supply Chain and Avionics Integration

The production of the DHC-515 relies on a modernized Canadian aerospace supply chain. In January 2025, Firan Technology Group (FTG) Corporation was selected to supply updated cockpit control panel assemblies. According to the program’s supply chain data, the design and production of these components are currently taking place at FTG’s Toronto facility. The first completed DHC-515 is expected to be certified and delivered to Greece in 2028, establishing the timeline for the integration of these advanced systems.

Global Demand and Growing Order Book

European Union Consortium

The DHC-515 has secured a substantial backlog of orders, driven heavily by European nations seeking to replace aging fleets. De Havilland is currently producing 22 aircraft for a consortium of European Union customers, which includes Croatia, Spain, Italy, Greece, Portugal, and France.

Greece has been particularly proactive in its fleet modernization. The Greek government previously approved a €361 million ($384 million) purchase agreement for seven DHC-515s. Deliveries for the Greek fleet are scheduled between 2027 and 2030. Notably, two of these aircraft are being financed through the European Union’s rescEU civil protection program, underscoring the strategic regional importance of these waterbombers.

Canadian Provincial Fleet Modernization

Domestic demand within Canada is also driving the DHC-515 production schedule. De Havilland has signed contracts with the provinces of Manitoba, Ontario, and Alberta to supply new aircraft for their respective wildfire management agencies.

In February 2026, the Alberta government announced a C$400 million ($292 million) investment to acquire five DHC-515s. According to provincial statements, these new waterbombers will join Alberta’s existing fleet, which currently includes four older CL-215s and 14 other airtankers, with the first delivery expected in the spring of 2031. Furthermore, the province of Manitoba has confirmed its intent to purchase three DHC-515 aircraft to bolster its own emergency response capabilities.

Aircraft Specifications and Legacy

Performance and Capabilities

The DHC-515 is engineered specifically for the rigorous and dangerous demands of aerial firefighting. It is an enhanced, modernized iteration of its famous predecessors, featuring significant upgrades in avionics and operational efficiency.

According to the manufacturer’s specifications, the aircraft boasts the following capabilities:

• Capacity: The water tanks can hold up to 6,137 liters (1,621 US gallons) of water.
• Refill Speed: The aircraft is capable of scooping water from lakes or seas to completely refill its tanks in just 12 seconds while skimming the surface.
• Performance: Powered by twin Pratt & Whitney Canada PW123AF turboprop engines, the DHC-515 maintains a normal cruise speed of roughly 333 km/h to 346 km/h (187 knots).
• Avionics: The flight deck is equipped with a state-of-the-art Universal Avionics’ Insight touchscreen instrument suite, vastly improving situational awareness for flight crews.

“Because the DHC-515 can operate in extreme conditions, fly at low altitudes (as low as 100 feet) over infernos, and rapidly reload without returning to an airport, it is considered one of the most vital tools for modern wildfire suppression.”
, Industry Research Report on DHC-515 Capabilities

Historical Context

The DHC-515 is the direct descendant of the iconic Canadair CL-215, which was introduced in the late 1960s, and the CL-415, introduced in 1994. Production of the CL-415 ceased in 2015 under its former owner, Bombardier. In 2016, Viking Air, which later merged with sister company De Havilland Canada under the parent company Longview Aviation Capital, acquired the type certificates for both legacy aircraft. Following a period of evaluation and the challenges of the COVID-19 pandemic, the updated DHC-515 program was officially launched in March 2022 and has since ramped up to its current active manufacturing state.

AirPro News analysis

The resumption of purpose-built waterbomber production carries profound implications for both global climate crisis management and the Canadian aerospace sector. The nearly 10-year gap in production left international firefighting fleets aging precisely as climate change accelerated the frequency and intensity of global wildfires. The devastating 2023 wildfire season starkly highlighted the critical shortage of specialized aerial firefighting equipment worldwide.

Economically, the DHC-515 program represents a significant revitalization of Canadian aerospace manufacturing. The assembly operations in Calgary, Alberta, alongside supply chain contributions from Ontario and other regions, are injecting millions of dollars into the national economy and creating hundreds of high-value aerospace jobs. As governments worldwide recognize the necessity of dedicated, rapid-response amphibious aircraft, De Havilland Canada is positioned to dominate a niche but globally essential market for the foreseeable future.

Frequently Asked Questions (FAQ)

What is the De Havilland Canadair 515 (DHC-515)?
The DHC-515 is the latest generation of purpose-built amphibious firefighting aircraft, designed to scoop water from bodies of water and drop it on wildfires. It is the modernized successor to the Canadair CL-215 and CL-415.

When will the first DHC-515 be delivered?
According to current production timelines, the first completed DHC-515 is expected to be certified and delivered to Greece in 2028.

How much water can the DHC-515 hold?
The aircraft has a capacity of 6,137 liters (1,621 US gallons) and can refill its tanks in just 12 seconds while skimming the surface of a lake or sea.

Who is buying the DHC-515?
De Havilland has secured orders from a European Union consortium (including Greece, Croatia, Spain, Italy, Portugal, and France) for 22 aircraft, as well as domestic orders from Canadian provinces including Alberta, Manitoba, and Ontario.

Sources:
De Havilland Aircraft of Canada Limited Press Release
Industry Research Report: De Havilland Canadair 515 (DHC-515) Production Update (March 11, 2026)

This article is based on an official press release from GE Aerospace.

GE Aerospace Invests $100 Million in Supplier Base to Boost Production

GE Aerospace is ramping up its commercial engine production, backed by a significant financial commitment to its external supplier network. As part of a broader $1 billion investment in U.S. Manufacturing, the company has dedicated $100 million in 2026 specifically for tooling, dies, and fixtures across its supplier base.

This initiative aims to support partners like Electro Methods Inc. (EMI), a Connecticut-based aerospace component manufacturer. According to an official press release from GE Aerospace, these investments have already yielded a 40% increase in material input from priority suppliers compared to the previous year, facilitating a record-high Delivery of CFM LEAP engines.

The collaboration highlights the critical role that external suppliers play in meeting the surging demand for narrowbody Commercial-Aircraft engines. By providing financial and operational support, GE Aerospace ensures that its partners have the capacity and efficiency required to sustain long-term growth.

Deepening Supplier Partnerships: The EMI Example

Expanding Capacity for CFM LEAP Engines

Founded in South Windsor, Connecticut, in 1965, EMI has grown significantly to meet industry demands. The company recently opened a 60,000-square-foot addition, which broke ground in 2018, to help fulfill hundreds of millions of dollars in new Orders. A major driver of this growth is the production of the CFM LEAP engine, a product of CFM International (a 50-50 joint venture between GE Aerospace and Safran Aircraft Engines).

According to the GE Aerospace release, EMI is utilizing its expanded capacity to double its output for CFM LEAP engines. The supplier manufactures hundreds of parts for both commercial and defense engines, relying on thousands of specialized tools designed specifically for those production lines.

“The investment is helping us strengthen our ability to make parts safely, with flawless quality, at rate,” stated Craig Gallagher, CEO of Stronvar Aerospace, EMI’s parent company, in the press release.

Operational Efficiency Through FLIGHT DECK

Beyond financial backing, GE Aerospace is actively investing in the operational capabilities of its partners. EMI was the first supplier invited to participate in foundational Training for FLIGHT DECK, GE Aerospace’s proprietary lean operating model. Last fall, 14 EMI employees traveled to a GE Aerospace facility in Terre Haute, Indiana, to enhance their problem-solving skills.

Jonathan Blank, vice president of supply chain for GE Aerospace, emphasized the collaborative nature of this program.

“The power of FLIGHT DECK is that it can be applied outside the walls of GE Aerospace. It’s a catalyst for partnership and is helping us pivot from transactional relationships with our suppliers to true, on-the-ground Partnerships,” Blank noted in the company statement.

Implementing these lean principles has led to dramatic improvements at EMI. The company successfully shortened a specific production path by a factor of 10. Previously, units on that line traveled two and a half miles and moved between buildings 10 times during fabrication and assembly. This streamlined process will be crucial as EMI scales up to manufacture more than 1,000 of these parts annually.

Workforce Growth and Retention

Building a Resilient Team

To support its expanding operations, EMI has grown its workforce to 250 employees, including fabrication engineers, machinists, toolmakers, and quality engineers. The company focuses on developing talent internally, pairing new hires with experienced shop-floor veterans.

This approach has resulted in strong employee retention, with voluntary staff attrition hovering around 5%, according to the GE Aerospace report. The stability ensures that critical manufacturing skills and institutional knowledge are preserved as production rates increase.

AirPro News analysis

We observe that GE Aerospace’s $100 million targeted investment in its supplier base reflects a strategic shift in how major aerospace manufacturers manage supply chain risks. By directly funding tooling and sharing proprietary lean manufacturing models like FLIGHT DECK, OEMs are moving beyond traditional vendor relationships to deeply integrated partnerships. This proactive approach is essential for overcoming industry-wide supply chain bottlenecks, particularly as demand for next-generation narrowbody engines like the CFM LEAP continues to surge. The 40% boost in material input from priority suppliers demonstrates that direct operational and financial intervention at the supplier level can yield tangible improvements in final delivery rates.

Frequently Asked Questions

What is the CFM LEAP engine?

The CFM LEAP is a latest-generation narrowbody commercial aircraft engine produced by CFM International, a 50-50 joint company between GE Aerospace and Safran Aircraft Engines.

How much is GE Aerospace investing in its suppliers?

According to the company’s press release, GE Aerospace is committing $100 million in 2026 to its external supplier base for tooling, dies, and fixtures, as part of a larger $1 billion investment in U.S. manufacturing.

What is FLIGHT DECK?

FLIGHT DECK is GE Aerospace’s proprietary lean operating model designed to improve efficiency, reduce waste, and build problem-solving skills within manufacturing operations.

Sources

• GE Aerospace

This article is based on an official press release from Daher.

French aerospace manufacturers Daher has announced a significant acceleration in the industrialization of thermoplastic composite upcycling. According to an official company press release, the group is preparing to supply upcycled materials to manufacturers facing challenges with production ramp-ups, material sovereignty, and decarbonization.

The announcement, made during the JEC World 2026 trade show in Paris, highlights Daher’s transition from research and development to industrial-scale deployment. The company confirmed it is structuring a complete upcycling value chain, capturing scrap material and reintroducing it into new manufacturing cycles.

As part of this initiative, Daher received two JEC Innovation Awards, recognizing its advancements in both aeronautical parts manufacturing and end-of-life aircraft recycling. The company noted that it has spent more than 10 years investing in thermoplastic composites to meet the rigorous demands of modern aeronautical programs.

Transforming Factory Scrap into Technical Materials

The foundation of Daher’s upcycling strategy begins on the factory floor. In its press release, the company detailed a structured process implemented at its Saint-Aignan-de-Grandlieu plant in France’s Loire-Atlantique region, working in tandem with its Shap’in technology center. Production scrap is collected on-site, ground down, and transformed into a semi-finished product.

Currently, Daher reports that 100 percent of its pure carbon polyphenylene sulfide (PPS) scrap is upcycled through this method. The end result is a specialized pellet containing 56 percent carbon fiber. Because the material is derived from continuous fibers that are reprocessed into short fibers, it maintains high mechanical performance, including strong resistance to temperature, moisture, and chemical exposure.

Scaling Up Production Capacity

The industrial scale-up of this process is expected to yield an estimated production capacity of four to eight metric tons of carbon PPS pellets per year. Daher noted in the release that it currently has 1.5 metric tons available for sale and is actively exploring customer applications, including uses outside the traditional aeronautics sector.

Additionally, the company has utilized the same scrap material to develop a filament for additive manufacturing, creating new avenues for 3D printing complex technical parts. A component produced using this new filament was displayed at the company’s JEC World 2026 booth.

Repurposing End-of-Life Aeronautical Structures

Beyond factory scrap, Daher is applying its thermoplastic expertise to retired aircraft components. A notable project, which secured a 2026 JEC Innovation Award, involves a collaboration with Airbus, Toray Advanced Composites, and Tarmac Aerosave.

According to the company statement, this partnership successfully recycled thermoplastic composite panels from a retired A380 aircraft. The panels were cut and reintegrated into the production line to manufacture new parts for the A320neo program. This demonstration underscores the viability of circular manufacturing in commercial-aircraft.

“For more than 10 years, we’ve invested in thermoplastic composites to meet aircraft manufacturers’ requirements in terms of production rates, weight reduction and performance. Today, we are taking a further step by industrializing materials derived from upcycling. This capability allows us to optimize the use of a strategic material, strengthen our material autonomy and open new application opportunities, both in aeronautics and beyond.”

AirPro News analysis

We view Daher’s announcement as a critical indicator of the aerospace industry’s broader shift toward circular economy principles. As supply-chain constraints and material sovereignty remain pressing issues for global manufacturers, the ability to reclaim and reuse high-performance materials like carbon PPS offers a strategic buffer.

Furthermore, the successful integration of upcycled A380 panels into the A320neo production line demonstrates that recycled composites can meet the rigorous safety and performance standards required for commercial flight. If scaled effectively, these upcycling processes could significantly reduce the carbon footprint of aircraft manufacturing while lowering raw material costs.

Frequently Asked Questions

What is thermoplastic composite upcycling?

It is the process of taking scrap or end-of-life thermoplastic composite materials and reprocessing them into new, high-performance materials for manufacturing, rather than discarding them as waste.

How much upcycled material can Daher produce?

According to the company, the scaled-up process has an estimated production capacity of four to eight metric tons of carbon PPS pellets per year, with 1.5 metric tons currently available for sale.

What aircraft are involved in Daher’s recycling project?

Daher partnered with Airbus, Toray Advanced Composites, and Tarmac Aerosave to recycle thermoplastic panels from a retired A380 and use them to produce new parts for the A320neo.

Sources

• Daher