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

Collins Aerospace Secures Global Supply Chain for C-130 Fleet with New Distribution Agreements

Collins Aerospace, a business unit of RTX, has announced the signing of three-year parts distribution agreements with three major aviation logistics providers: Integrated Procurement Technologies (IPT), S3 AeroDefense, and Derco, a Lockheed Martin company. According to an official press release issued on January 21, 2026, these agreements are designed to bolster hardware availability and logistics support for the C-130 Hercules wheels and brakes.

The initiative aims to streamline the global supply chain for operators of the C-130, a military transport aircraft utilized by more than 70 nations. By decentralizing distribution through established partners, Collins Aerospace intends to improve fleet readiness and facilitate easier access to its proprietary DURACARB® carbon brake technology.

Strategic Partnerships to Enhance Logistics

The agreements leverage the specific market strengths of three distinct partners to cover the vast global footprint of the C-130 fleet. In the company’s announcement, Collins Aerospace outlined the roles of the selected distributors:

• Derco: A wholly-owned subsidiary of Lockheed Martin, the original equipment manufacturer (OEM) of the C-130. Derco’s integration with the OEM supply chain positions it to support official sustainment programs effectively.
• S3 AeroDefense: A distributor known for avionics and upgrades. S3 already distributes the Collins NP2000 propeller system, allowing them to offer a comprehensive upgrade package to operators.
• Integrated Procurement Technologies (IPT): Specializing in military aircraft spares and repair management, IPT provides critical regional coverage for international air forces and Foreign Military Sales (FMS).

Matt Maurer, Vice President and General Manager of Landing Systems at Collins Aerospace, emphasized the operational importance of these agreements in a statement included in the press release:

“The C-130 Hercules plays a vital role in global air mobility, supporting everything from combat operations to humanitarian relief. Wheels and brakes are mission-critical components… These distribution agreements will help ensure fleet readiness for our customers, enabling them to operate where they’re needed most.”

Technological Advantages of DURACARB®

A primary objective of these distribution deals is to drive the adoption of Collins Aerospace’s DURACARB® carbon brakes over legacy steel brake systems. According to technical specifications provided by Collins Aerospace, the carbon brake technology offers significant performance and maintenance advantages.

Extended Service Life and Efficiency

Data released by the company indicates that the DURACARB® carbon brakes are capable of achieving approximately 2,000 landings per overhaul. This represents an eight-fold improvement over legacy steel brakes, which typically require overhaul after just 250 landings. Furthermore, the wheel and brake assembly features 17% fewer parts than previous iterations, simplifying the repair process.

The design also incorporates a “lock-ring” wheel mechanism that eliminates the need for tie bolts. Collins Aerospace states that this design innovation can reduce tire change times by up to 80%, a critical factor for military operators requiring rapid turnaround times in the field.

AirPro News Analysis

Supply Chain Resilience and Aftermarket Strategy

The decision to split distribution rights among three distinct entities, Derco, S3, and IPT, suggests a deliberate strategy to build resilience into the supply chain. Rather than relying on a single funnel for global distribution, Collins Aerospace is tapping into the unique customer bases of each partner. Derco provides a direct line to Lockheed Martin’s OEM customers, while IPT and S3 offer specialized access to international and upgrade-focused markets respectively.

From a financial perspective, this move underscores the importance of the aftermarket sector for defense contractors like RTX. While the sale of a C-130 airframe occurs once, the sustainment of that asset spans decades. With industry estimates from Flight Global and Cirium placing the active global C-130 fleet at approximately 1,100 aircraft, the recurring revenue potential from consumables like wheels and brakes is substantial. By facilitating easier access to these upgrades, Collins is aggressively targeting the long-tail revenue of the C-130 program.

Market Context

The C-130 Hercules remains one of the most ubiquitous military aircraft in history. Having been in production and service since 1954, the global fleet is a mix of older C-130H models and newer C-130J “Super Hercules” variants. As these fleets age, operators face rising maintenance costs and the need for modernization.

Upgrading legacy systems with modern carbon brakes allows nations to extend the service life of their existing aircraft without the capital expenditure required for new airframes. These distribution agreements ensure that the necessary hardware is positioned closer to the operators, reducing downtime and maintaining the operational tempo of this global workhorse.

Frequently Asked Questions

What are the key benefits of DURACARB® brakes?

They offer up to 2,000 landings per overhaul compared to 250 for steel brakes, contain 17% fewer parts, and allow for 80% faster tire changes.

Who are the new distributors?

The three partners are Derco (a Lockheed Martin company), S3 AeroDefense, and Integrated Procurement Technologies (IPT).

How many C-130 aircraft are currently in service?

Industry data estimates there are approximately 1,100 active C-130 aircraft operated by over 70 nations worldwide.

Sources

• Collins Aerospace Press Release

This article is based on an official press release from the European Union Aviation Safety Agency (EASA).

EASA and French DGA Sign Agreement to Accelerate H160M Guépard Deployment

On January 14, 2026, the European Union Aviation Safety Agency (EASA) and the French Directorate General of Armaments (DGA) formalized a significant new phase in their collaborative efforts. In a signing ceremony held in Paris, the two organizations established a specific “Implementing Arrangement” focused on the H160M Guépard helicopter program. This agreement is designed to streamline the certification process for the new military rotorcraft by leveraging existing civil safety data.

The document was signed by Florian Guillermet, Executive Director of EASA, and Patrick Pailloux, the Délégué Général pour l’Armement. According to the official announcement, this arrangement operationalizes a broader cooperation framework originally established in 2017, moving the partnership from general principles to specific, actionable protocols for the H160M fleet.

Operationalizing Civil-Military Synergy

The core objective of this new arrangement is to define clear responsibilities between the civil regulator (EASA) and the military authority (DGA). By recognizing EASA’s prior civil certification of the Airbus H160 platform, the DGA aims to avoid duplicating airworthiness checks that have already been rigorously conducted.

According to the agreement details, the cooperation focuses on four main pillars:

• Scope of Responsibility: Clearly delineating which agency oversees specific aspects of the aircraft’s design and operation.
• Mutual Recognition: The DGA will recognize EASA’s airworthiness standards, allowing for the direct transfer of safety data.
• Data Confidence: Establishing protocols to ensure the military authority can trust the technical data produced by the civil agency without re-verification.
• Lifecycle Collaboration: Setting principles that cover the entire lifespan of the aircraft, from the current design phase through to its operational service.

This structured approach allows the French military to maintain sovereign oversight, a non-negotiable requirement for defense assets, while capitalizing on the efficiency of the civil aviation sector. The agreement explicitly states that this cooperation is conducted “without prejudice to Member State sovereignty,” ensuring that while France utilizes EASA’s technical expertise, the DGA retains final authority over the state aircraft.

The H160M Guépard: Bridging Civil and Military Needs

The focal point of this agreement, the H160M Guépard, represents a major modernization effort for the French Armed Forces. It is the militarized variant of the EASA-certified Airbus H160, which received its civil certification in July 2020. The H160M is slated to replace five legacy fleets across the French Army, Navy, and Air Force, including the Gazelle, Alouette III, Dauphin, Panther, and Fennec helicopters.

By basing the military version on a mature civil platform, the program benefits from modern innovations such as “Blue Edge” noise-reducing rotor blades and the canted Fenestron tail rotor. However, the military variant requires specific adaptations that fall under the DGA’s purview.

Key military-specific integrations include:

• HForce Weapon System: A modular architecture supporting cannons, rockets, and missiles, including the Sea Venom anti-ship missile.
• Advanced Avionics: The Thales FlytX suite and Safran Euroflir 410 electro-optical systems.
• Manned-Unmanned Teaming (MUM-T): The H160M is the first Airbus helicopter designed with native capabilities to cooperate with drones.

The new arrangement ensures that as the civil H160 receives updates or modifications, those changes can be efficiently validated for the military H160M fleet without restarting the certification process from scratch.

AirPro News Analysis

This agreement highlights a critical shift in European defense procurement toward a “War Economy” mindset, where speed and efficiency are paramount. With the H160M scheduled to enter service in 2028, the DGA is under pressure to field the aircraft rapidly to meet rising geopolitical tensions.

Historically, military and civil certification processes ran in parallel silos, often resulting in redundant testing and increased costs. By formally integrating EASA’s civil certification credits into the military program, France is effectively reducing the development risk and timeline. This model serves as a potential blueprint for future dual-use platforms in Europe, demonstrating how EU-level civil competence can support national defense objectives without infringing on sovereignty.

Leadership and Institutional Context

The signing underscores the evolving roles of both agencies. EASA, led by Florian Guillermet since April 2024, continues to expand its influence beyond purely civil aviation, acting as a technical partner for “dual-use” platforms. Guillermet’s background in integrating complex aviation systems at the SESAR Joint Undertaking aligns with this push for systemic efficiency.

On the French side, Patrick Pailloux, who took the helm of the DGA in November 2025, brings a focus on high-tech defense systems and security. His signature on this arrangement reaffirms the DGA’s 2013 mandate as the competent authority for State aircraft Design and Production, while acknowledging the practical necessity of utilizing EASA’s resources to modernize the French military fleet efficiently.

Sources:
EASA Press Release
Airbus Helicopters H160M Data

This article summarizes reporting by The Wire.

India’s Potential 114-Jet Rafale Deal Draws Scrutiny Over Cost and Strategy

The Indian government’s recent moves to approve the procurement of 114 Dassault Rafale fighter jets have sparked significant debate regarding financial prudence and strategic planning. According to reporting by The Wire, the proposed acquisition, aimed at bolstering the Indian Air-Forces (IAF), essentially revives the framework of a tender cancelled nearly a decade ago, but at a significantly higher cost to the taxpayer.

The deal, which is expected to be executed through an Inter-Governmental Agreement (IGA), seeks to address the IAF’s critical shortage of fighter squadrons. However, critics argue that the decision represents a “U-turn” that brings India back to its 2007 starting point after years of delays and interim purchases. As noted in the source report, the new arrangement raises difficult questions about why the original, cheaper negotiations were scrapped in favor of a piecemeal approach that has ultimately led to a more expensive conclusion.

Financial Implications: A Steep Price Hike

From $10 Billion to $35 Billion

One of the central critiques highlighted by The Wire is the massive escalation in cost. The original Medium Multi-Role Combat Aircraft (MMRCA) tender, initiated in 2007 for 126 Military-Aircraft, was estimated to cost between $10 billion and $12 billion. In contrast, the current proposal for 114 jets is projected to cost between $30 billion and $35 billion (approximately ₹3.25 lakh crore).

While inflation and technological upgrades account for some of this increase, the report suggests the premium is disproportionately high. The publication questions the logic of scrapping the original tender, which was won by Airbus on the basis of being the lowest bidder, only to return to the same supplier years later with a price tag that has nearly tripled.

The “Sunk Cost” Argument

Proponents of the deal often cite the “India Specific Enhancements” (ISE) paid for during the 2016 emergency purchase of 36 Rafales as a justification for continuing with the same platform. Since India has already invested approximately €1.3 billion in these modifications, spreading that cost over a larger order of 114 jets theoretically lowers the development cost per unit. However, The Wire argues that this efficiency does not fully offset the sheer scale of the total expenditure, which they characterize as a heavy burden for “political bravado.”

Strategic Inconsistencies and Delays

The “U-Turn” on Procurement

The procurement saga began with the 2007 MMRCA tender, which was cancelled in 2015 by the current administration. At the time, the government cited the process as “unwieldy” and opted instead for a direct purchase of 36 fly-away jets to meet urgent operational needs. According to The Wire, reverting to a plan for 114 locally manufactured jets effectively admits that the original strategic logic was sound, despite the decade-long detour.

“The government is returning to the same aircraft nearly two decades later… resulting in a delay that has left the IAF with a critical shortage.”

, Summary of reporting by The Wire

Advertisement

Production and Delivery Timelines

Operational readiness remains a major concern. Dassault Aviation is currently managing a substantial backlog, with Orders from France, the UAE, Indonesia, and others totaling over 220 aircraft. With a production rate of roughly four jets per month, industry observers question whether the Manufacturers can deliver India’s 114 jets within a timeframe that arrests the IAF’s depleting squadron strength.

If the deal is finalized, deliveries could potentially stretch into the mid-2030s. By that time, the 4.5-generation Rafale may face obsolescence against 5th and 6th-generation platforms operated by regional adversaries.

Industrial Disputes: HAL vs. Private Sector

A recurring point of contention in India’s defense procurement is the choice of domestic manufacturing partners. The original MMRCA deal stalled in part because Dassault refused to guarantee the quality of jets produced by the state-run Hindustan Aeronautics Limited (HAL). The new proposal involves a “Strategic Partner” model, likely favoring private sector entities.

The Wire notes that while Tata Advanced Systems has existing agreements for component manufacturing, the final assembly line is reportedly planned for a facility in Nagpur associated with the Reliance group. This revives controversies from the 2016 deal regarding the preference for private conglomerates over the experienced public sector unit, HAL, despite the private sector’s relative lack of aerospace integration experience.

AirPro News Analysis

While the critiques regarding cost and delay are substantial, the operational argument for the Rafale remains grounded in logistics. The IAF already operates the platform, meaning the infrastructure for training, maintenance, and weaponry is established. Introducing a new aircraft type, such as the Gripen or F-21, would require billions in parallel infrastructure investment.

However, the transparency of the “Make in India” component is critical. If the private sector partner struggles to absorb the technology transfer, a challenge HAL has navigated for decades, the timeline for these jets could slip further, exacerbating the very security gaps the deal is meant to close.

Frequently Asked Questions

Why is the new deal so much more expensive than the 2007 tender?
The price increase is attributed to nearly 20 years of inflation, the inclusion of advanced weaponry (like Meteor and SCALP missiles), and upgrades to the latest F4/F5 standards. However, critics argue these factors do not fully justify a near-300% cost hike.

How many fighter squadrons does India currently have?
The Indian Air Force currently operates approximately 30 squadrons, well below the sanctioned strength of 42 required for a two-front war scenario.

Will the jets be built in India?
The proposal outlines that 18 jets would be imported in “fly-away” condition, while the remaining 96 would be manufactured in India by a Strategic Partner, likely a private sector firm.

Sources

• The Wire