This article is based on an official press release from Cirrus Aircraft.

Cirrus SR Series G7+ Secures EASA and UK CAA Certification, Bringing Autonomous Landing to Europe

Cirrus Aircraft has officially received type certification from both the European Union Aviation Safety Agency (EASA) and the UK Civil Aviation Authority (CAA) for its SR Series G7+ aircraft. Announced on December 9, 2025, this regulatory milestone clears the way for immediate deliveries of the manufacturer’s latest single-engine piston models, the SR20, SR22, and SR22T, to customers across Europe and the United Kingdom.

The certification marks a significant technological shift for the European general Commercial-Aircraft market. The “G7+” designation distinguishes this model from the standard G7 introduced earlier in 2024. While the G7 focused on a flight deck redesign, the G7+ introduces the Safe Return™ Emergency Autoland system as standard equipment. According to the company’s announcement, this makes the SR Series G7+ the first single-engine piston aircraft in the European market to feature a certified autonomous landing system capable of taking control during pilot incapacitation.

The “Plus” Distinction: Safety and Autonomy

The primary differentiator for the newly certified G7+ is the integration of the Safe Return™ system, powered by Garmin Autoland technology. Previously available only on the jet-powered Vision Jet, this technology has now been standardized for the piston fleet. In the event of an emergency, such as pilot hypoxia or a cardiac event, a passenger can activate the system via a button on the cabin ceiling.

Once engaged, the system performs a complex sequence of autonomous actions without human intervention:

• Stabilization: The aircraft levels its wings and assesses environmental factors, including weather and terrain.
• Communication: It broadcasts a distress message to Air Traffic Control (ATC) on emergency frequencies.
• Navigation and Landing: The system identifies the nearest suitable airport, navigates to the runway, lands the aircraft, brakes to a complete stop, and shuts down the engine.

In addition to the Autoland capability, the G7+ certification includes other automated enhancements designed to reduce pilot workload. These include “Smart Pitot Heat,” which automatically engages based on outside air temperature to prevent icing, and Cirrus IQ™ Pro, a connectivity suite that facilitates real-time health monitoring and automatic database updates.

“We are pleased to receive EASA and UK CAA approval for the SR Series G7+ with Safe Return™ Emergency Autoland… European owners enjoy premium innovation, safety and quality with the SR Series G7+.”

, Zean Nielsen, CEO of Cirrus Aircraft

Strategic Expansion in the European Market

The dual certification from EASA and the UK CAA is a critical component of Cirrus Aircraft’s growth Strategy in the region. According to data referenced in reports by Flight Global, Europe currently represents the company’s second-largest market, accounting for approximately 11% of global deliveries. Cirrus has stated a strategic objective to increase this market share to between 20% and 30%.

By securing approval for the G7+, Cirrus aims to leverage the region’s focus on safety features. The complex airspace and variable weather conditions in Europe often drive buyers toward aircraft with advanced Avionics and redundancy. The immediate availability of the G7+ allows Cirrus to fulfill existing Orders and target new buyers looking for the specific safety net provided by the Autoland system.

AirPro News Analysis: A Competitive Moat

The certification of the G7+ establishes a significant competitive advantage for Cirrus in the high-performance piston sector. While competitors like Diamond Aircraft (based in Austria) and Piper Aircraft (USA) offer strong alternatives in the single-engine piston category, Cirrus is currently the only Manufacturers offering a certified autonomous landing system in this class within the European market.

We observe that this move effectively blurs the line between high-end piston aircraft and entry-level turbines. By migrating “Vision Jet” technology down to the SR Series, Cirrus is likely attempting to upsell owner-pilots who might otherwise consider moving to a competitor’s turboprop for perceived safety gains. Furthermore, achieving simultaneous certification from both EASA and the UK CAA demonstrates a successful navigation of the post-Brexit regulatory landscape, ensuring that the G7+ faces no friction in accessing the continent’s two most vital general aviation jurisdictions.

Timeline of the G7 Evolution

The rollout of the G7 platform has been rapid. The initial SR Series G7, featuring the new touchscreen flight deck and improved ergonomics, was launched in January 2024. The “Plus” variant, adding the Autoland capability, was introduced to the US market in May 2025. With the December 2025 certification, the European market has now caught up to the North American standard, unifying the product line globally.

Deliveries to European and UK customers are expected to commence immediately.

Sources

• Cirrus Aircraft Official Press Release
• Flight Global
• Garmin Aviation

Diamond Aircraft Resumes European Production with First DA20i Delivery

Diamond Aircraft has officially restarted European production of its two-seat DA20 trainer after a hiatus of more than a decade. In a ceremony held at the company’s headquarters in Wiener Neustadt, Austria, the manufacturer delivered the first newly built DA20i Katana to its launch customer, Aviation Academy Austria (AAA).

The delivery, which took place on November 28, 2025, marks a strategic shift for Diamond Aircraft. For the past 13 years, the DA20 was manufactured exclusively in London, Ontario, primarily for the North American market. By bringing production back to Austria, the company aims to address the surging demand for flight training across Europe while mitigating the logistical costs and tariffs associated with importing aircraft from Canada.

A Milestone for European Flight Training

The resumption of the DA20 line in Europe is a direct response to the region’s growing need for modern, cost-effective training fleets. According to Diamond Aircraft, the decision to produce the aircraft locally allows for faster delivery times to European flight schools and offers a configuration specifically tailored to the local market.

Aviation Academy Austria, located directly adjacent to the Diamond factory at Wiener Neustadt airfield, was the natural launch customer. The academy ordered two DA20i aircraft; the first was handed over during the ceremony, with the second scheduled for delivery in early 2026. AAA already operates a mixed fleet of Diamond aircraft, including older DA20s, DA40 NGs, and DA42 NG-VI twins.

In a statement regarding the delivery, Oliver Karall, CEO of Aviation Academy Austria, highlighted the importance of modernizing training equipment:

“We are thrilled to welcome the new DA20i Katana into our fleet… [it] allows our students to experience the very best in modern flight training. This aircraft perfectly aligns with our mission to provide state-of-the-art training solutions.”

Technical Evolution: The DA20i Katana

While the North American DA20-C1 has remained a staple in flight schools, the new European DA20i Katana introduces significant technical updates designed for European operating environments. The most notable difference lies in the powerplant and avionics suite.

Engine and Efficiency

The European model is powered by the Rotax 912 iSc3 Sport engine (100 hp), replacing the Continental IO-240-B32B (125 hp) found in the Canadian variant. According to technical specifications released by Diamond, this switch results in substantial fuel savings:

• Fuel Consumption: The Rotax engine burns approximately 11.1 liters (2.9 gallons) per hour, compared to roughly 20.8 liters (5.5 gallons) per hour for the Continental version.
• Fuel Type: The Rotax engine is compatible with unleaded mogas, which is often cheaper and more readily available in Europe than 100LL avgas.

Modern Avionics

To prepare students for modern airline cockpits, the DA20i is equipped with a Garmin G500TXi glass cockpit. This upgrade replaces legacy analog instruments, allowing ab-initio students to train on digital interfaces from their very first flight hours.

Jane Wang, Sales Director for Diamond Aircraft Austria, emphasized the blend of heritage and modernity in the new model:

“Relaunching production of the DA20i Katana, and now delivering the first unit in Europe, marks another exciting chapter for Diamond Aircraft… The DA20i blends tradition with innovation.”

Market Context and Future Orders

The relaunch comes at a critical time for the aviation industry. Citing data from CAE’s Aviation Talent Forecast, industry reports indicate a need for 64,000 new pilots in Europe over the next decade. Flight schools are expanding their fleets to meet this intake, driving demand for efficient primary trainers.

The market has already responded to the availability of the European-built model. Shortly after the announcement involving AAA, AELO Swiss Academy signed a deal for 12 DA20i aircraft with options for six more. Based in Locarno, Switzerland, AELO cited the aircraft’s environmental credentials and operating efficiency as key drivers for their fleet standardization.

AirPro News Analysis

The return of the DA20 to European production lines is more than a nostalgic nod to the company’s history; it is a calculated economic maneuver. European flight schools face significantly higher fuel costs and stricter noise abatement regulations than their North American counterparts. By offering a Rotax-powered variant produced locally, Diamond eliminates the trans-Atlantic shipping costs and import tariffs that made the Canadian DA20-C1 less competitive in Europe.

Furthermore, the shift to the Garmin G500TXi in a primary trainer reflects a broader industry trend. Airlines increasingly prefer cadets who are “glass-cockpit native,” reducing the training gap when students transition to complex turbine aircraft. The DA20i appears positioned to serve as a bridge between cost-effective ab-initio training and professional airline preparation.

Frequently Asked Questions

Where is the new DA20i manufactured?

The new DA20i is manufactured at Diamond Aircraft’s headquarters in Wiener Neustadt, Austria.

How does the DA20i differ from the DA20-C1?

The DA20i uses a Rotax 912 iSc3 Sport engine and features a Garmin G500TXi glass cockpit, whereas the North American DA20-C1 typically uses a Continental engine and traditional avionics.

Who was the launch customer for the new European model?

Aviation Academy Austria (AAA) took delivery of the first unit on November 28, 2025.

Sources

• Diamond Aircraft

This article is based on an official press release from the United States Air Force.

First T-7A Red Hawk Arrives at JBSA-Randolph, Marking New Era in Pilot Training

The United States Air Force has officially begun the physical transition to its next generation of pilot training. On Friday, December 5, 2025, the first T-7A Red Hawk assigned to the Air Education and Training Command (AETC) touched down at Joint Base San Antonio-Randolph (JBSA-Randolph), Texas. The delivery marks a critical milestone in the program to replace the aging T-38 Talon fleet, which has been in service since the 1960s.

According to the Air Force, the aircraft was received by the 12th Flying Training Wing and specifically assigned to the 99th Flying Training Squadron (99th FTS). While the arrival signals the start of a new era, officials clarified that the jet will not immediately be used for student pilot training. Instead, the initial focus will be on validating maintenance procedures and familiarizing a core cadre of instructor pilots with the advanced digital system.

Operational Impact and Immediate Mission

The arrival of the T-7A at JBSA-Randolph initiates a “foundational” phase for the program. Air Force officials stated that the 99th FTS will utilize this first aircraft to develop new training syllabi that leverage the platform’s digital capabilities. This shift moves the curriculum away from the traditional “stick-and-rudder” focus of the T-38 toward the systems-management approach required for fifth-generation fighters like the F-35 and F-22.

Brig. Gen. Matthew Leard, Director of AETC Plans, Programs, and Requirements, emphasized the shift in training philosophy necessitated by modern combat environments.

“The T-7 is more about displaying and ingesting large amounts of information. That really is the challenge of the fifth-gen or sixth-gen world.”

In addition to pilot familiarization, the aircraft will serve as a hands-on platform for “Type 1” maintenance training. This allows ground crews to validate technical orders and maintenance procedures on a live aircraft before the fleet expands.

Technical Leap: T-7A vs. T-38C

The T-7A Red Hawk, manufactured by Boeing and Saab, represents a multi-generational leap in capability over the Northrop T-38C Talon. Designed using modern digital engineering, the T-7A addresses specific performance gaps identified in preparing pilots for high-performance combat aircraft.

According to program data, the T-7A is powered by a single GE F404 turbofan engine, generating approximately three times the thrust of the T-38C’s twin GE J85 turbojets. The new aircraft also features a digital “glass” cockpit that mimics the displays found in the F-35 and F-22, a significant upgrade from the analog and hybrid gauges of the T-38.

Key Design Features

The airframe design includes “stadium seating,” placing the instructor higher than the student for superior visibility. Unlike the single-tail T-38, the T-7A utilizes twin tails, which provide enhanced control at low speeds and high angles of attack. Furthermore, the aircraft employs fly-by-wire flight controls, allowing it to simulate the flight characteristics of various combat platforms safely.

Honoring the Tuskegee Legacy

The “Red Hawk” name and the aircraft’s distinctive livery are direct tributes to the Tuskegee Airmen of World War II. The red tail honors the “Red Tails” of the 332nd Fighter Group, who painted their P-47s and P-51s to distinguish their unit in combat.

The assignment of the first jet to the 99th Flying Training Squadron is historically significant, as the unit is the direct lineal descendant of the Tuskegee Airmen’s 99th Pursuit Squadron. Lt. Col. Michael Trott, Commander of the 99th FTS, highlighted this connection upon the aircraft’s arrival.

“We intend to continue the legacy of breaking barriers and challenging assumptions by utilizing the advanced capabilities of the T-7 training system.”

Program Timeline and Future Milestones

Following this initial delivery, the Air Force has outlined a phased rollout for the T-7A fleet. A second aircraft is scheduled to arrive at JBSA-Randolph in the spring of 2026. Deliveries will continue through 2026 and 2027 to build a fleet of 14 jets at the base.

The program projects Initial Operational Capability (IOC) for August 2027. By 2028, deployment is expected to expand to Columbus Air Force Base in Mississippi, which is slated to be the first base to train new student pilots on the T-7A system. In total, the Air Force plans to procure 351 aircraft and 46 simulators to fully replace the T-38 fleet.

AirPro News Analysis

The delivery of the first T-7A to an operational base is a tangible step forward for a program that has faced delays, but the strategic implication goes beyond simple fleet modernization. The Air Force is effectively acknowledging that the gap between trainer aircraft and frontline fighters had become too wide to bridge with legacy platforms.

By prioritizing information management and high-angle-of-attack flight characteristics in the T-7A, the Air Force is signaling that future air dominance will rely less on pure aerodynamic maneuvering and more on sensor fusion and data processing. The “Red Hawk” is not just a replacement for the T-38; it is a cultural shift in how the service defines pilot competency for the mid-21st century.

Sources

• United States Air Force