Airbus SE has initiated a two-month flight testing and certification campaign for the A350-1000ULR (Ultra Long Range) following the aircraft’s maiden flight on June 2, 2026. The testing phase marks a critical milestone for Qantas Airways Limited and its Project Sunrise initiative, which aims to operate the world’s longest commercial passenger flights.

According to press releases issued by Airbus, the European Union Aviation Safety Agency (EASA) certification campaign will focus on the structural and systems modifications required to keep the aircraft airborne for up to 22 hours. Qantas ordered 12 of the ultra-long-range jets in May 2022 to connect Australia’s east coast directly with cities including London and New York.

Engineering the ultra-long-range architecture

To achieve an approximate range of 10,000 nautical miles, Airbus integrated a Rear Centre Tank into the A350-1000ULR. This modification provides an additional 20,000 litres of fuel capacity compared to the standard A350-1000 variant. The certification campaign will heavily evaluate the new fuel system architecture, specifically the sequencing and management of fuel transfers by the Fuel Quantity Management System.

The aircraft is powered by Rolls-Royce Trent XWB-97 engines. Alongside the fuel system changes, Airbus introduced a new galley air cooling system. This system saves 300 kilograms of weight and will eventually become standard across the broader A350 Family.

Flight test instrumentation and campaign scope

The maiden test flight of the first A350-1000ULR, designated as manufacturer serial number 707 (MSN707), took place in Toulouse, France. The aircraft flew for 3 hours and 43 minutes and reached a maximum altitude of 41,000 feet.

For the two-month testing period, Airbus installed 5 tonnes of custom flight test instrumentation on MSN707, including 1,000 specially designed sensors distributed throughout the cabin.

“Flight testing a production aircraft adds a layer of extra pressure. You are sitting inside the actual product. The customer is trusting us with their future flagship. Every switch we flip, every check we carry out, every manoeuvre we perform has to be executed with the passenger experience and operational reliability in mind,” said Laurent Rossignol, an Airbus Test Flight Engineer.

Unlike dedicated prototype airframes, MSN707 will not remain a permanent testbed. Following the conclusion of the EASA certification campaign, Airbus will retrofit the aircraft to Qantas’ commercial specifications prior to delivery.

Delivery timeline adjustments

Qantas initially challenged manufacturers to increase the range of long-haul aircraft when it launched Project Sunrise in 2017. While the flight testing phase is now underway, the airline will wait slightly longer than initially anticipated to receive its first airframe.

According to reporting by FLYING Magazine, supply chain constraints have delayed the first delivery of the A350-1000ULR to Qantas. Originally targeted for late 2026, the handover is now expected in April 2027.

AirPro News analysis

We view the condensed two-month certification window as a strong indicator of Airbus’s confidence in the baseline A350-1000 platform. Because the ULR variant relies on targeted modifications rather than a clean-sheet redesign, the regulatory burden is significantly reduced. The integration of the Rear Centre Tank is the primary technical hurdle. While the delivery delay to April 2027 is a setback for Qantas, it aligns with the broader supply chain bottlenecks currently affecting both major commercial airframe manufacturers. The successful deployment of these 12 aircraft will likely serve as a definitive test case for the economic viability of ultra-long-haul point-to-point routing.

Sources: Airbus

Aviation Capital Group (ACG) has secured long-term liquidity by extending the maturity of its $3.1 billion senior unsecured revolving credit facility to June 2030.

Announced in a press release on June 10, 2026, the amendment and restatement of the facility was completed with JPMorgan Chase Bank acting as the administrative agent. The extension from its previous June 2028 maturity date provides the Newport Beach, California-based aircraft lessor with continued financial flexibility to fund new aircraft deliveries and support its global airline customer base.

Facility details and banking syndicate

The $3.1 billion facility is supported by commitments from 24 financial institutions. This core credit line is part of ACG’s broader liquidity strategy, which includes approximately $5.1 billion in total revolving commitments. Alongside the primary syndicate, ACG maintains a $1.5 billion line of credit provided by its parent company, Tokyo Century Corporation, and a separate $500 million revolving credit facility with a syndicate of lenders based in Asia.

Matthew Novell, Vice President of Capital Markets and Assistant Treasurer of ACG, stated that the extension reflects the strength of the company’s platform and the depth of its global banking relationships.

“This extension further enhances our liquidity and financial flexibility, enabling us to continue investing in our fleet, support our airline customers and execute on our growth objectives,” Novell said.

Fleet expansion and corporate restructuring

The extended credit facility arrives as ACG actively expands its portfolio, which stood at approximately 500 owned, managed, and committed aircraft as of March 31, 2026. The lessor currently places aircraft with roughly 90 Airlines across 50 countries. To support this fleet growth, ACG finalized an Orders for 50 Boeing 737 MAX jets on January 13, 2026, splitting the commitment evenly between the Boeing 737 MAX 8 and Boeing 737 MAX 10 variants. This order increased the company’s total 737 MAX backlog to 121 aircraft.

Deliveries are ongoing, with ACG handing over its first of six new Boeing 737 MAX 8 aircraft to Royal Air Maroc on March 31, 2026. The lessor has also restructured its executive team to manage these manufacturer relationships, appointing Rob Downes to the newly created role of Chief Original Equipment OEMs Officer on April 16, 2026.

AirPro News analysis

We view the successful extension of ACG’s $3.1 billion credit facility as a strong indicator of institutional confidence in the aircraft leasing sector. By pushing the maturity date to 2030, ACG insulates itself from near-term refinancing risks while securing the capital required to absorb its expanding Boeing 737 MAX order book. The backing of 24 financial institutions, combined with the $1.5 billion backstop from Tokyo Century, positions the lessor to capitalize on high global demand for narrowbody lift even as it navigates a transition period following the May 31, 2026, departure of Chief Financial Officer Craig Segor.

Sources: Aviation Capital Group

The Federal Air Transport Agency of the Russian Federation (Rosaviatsiya) has officially granted type certificates for the Ilyushin Il-114-300 regional turboprop and the PD-8 turbofan engine, clearing both domestic programs for commercial serial production.

The certifications, announced on June 5, 2026, at the St. Petersburg International Economic Forum (SPIEF), mark a critical milestone in Russia’s mandate to achieve aviation independence and import substitution following Western sanctions. According to a press release from Rostec State Corporation, the parent company of both United Aircraft Corporation (UAC) and United Engine Corporation (UEC), the approvals remove major constraints for multiple domestic aircraft programs.

Advancing the Il-114-300 turboprop program

The Il-114-300 is the first transport-category turboprop to receive certification in Russia in more than two decades. Designed by the Ilyushin Aviation Complex (JSC Il) and manufactured at the Lukhovitsy Aircraft Plant, the Commercial-Aircraft features a basic layout accommodating 66 passengers.

First Deputy Prime Minister of Russia Denis Manturov stated that Rostec enterprises executed a deep modernization of the aircraft’s systems.

“The aircraft is designed in a basic layout with 66 seats. It is equipped with new Russian turboprop engines, modern avionics, a digital flight and navigation system and an ergonomic passenger cabin interior,” Manturov said, according to reporting by Oreanda-News.

Three mass-produced Il-114-300 airliners are currently at various stages of completion at the Lukhovitsy facility. During the SPIEF event, the State Transport Leasing Company (GTLK) signed an agreement to lease these initial three production aircraft to the 2nd Arkhangelsk United Aviation Squadron, also known as Arctic Airlines. Deliveries are expected in late 2026, with the carrier planning to utilize the turboprops for regional passenger flights, cargo transport, and medical rescue operations.

PD-8 engine certification unlocks Superjet production

The Certification of the PD-8 turbofan engine, developed and manufactured by UEC-Saturn, resolves a primary bottleneck for the Yakovlev SJ-100 (Superjet) program. The SJ-100 is undergoing a reconfiguration to utilize fully domestic components, with the PD-8 replacing the Franco-Russian PowerJet SaM146 engine. RuAviation reports that the PD-8 will also replace the Ukrainian-supplied D-436TP engines on the Beriev Be-200 amphibious aircraft.

Prior to certification, the PD-8 accumulated 6,500 running hours during extensive flight and bench testing. The engine provides eight tons of takeoff thrust. Rostec highlighted the domestic engineering effort behind the powerplant, noting that 25 domestic materials and technologies were utilized during the design stage, including 17 created exclusively for the PD-8 program.

Production timelines and international interest

While initial deliveries of the Il-114-300 are slated for late 2026, production rates will take time to scale. Manturov cautioned that shipments might face a temporary decline due to a disconnect between the contracting and certification processes, before rhythmically increasing in volume starting in 2028.

Beyond domestic operators, the newly certified aircraft are generating international interest. UAC Director General Vadim Badekha noted that Indian carriers have expressed demand for up to 200 Russian-made aircraft to support regional connectivity initiatives, specifically citing the SJ-100 and Il-114-300, according to ANI News.

AirPro News analysis

We view the dual certification of the Il-114-300 and the PD-8 engine as a technical necessity for the Russian aerospace sector, which has been entirely cut off from Western supply chains, maintenance support, and engine components. The PD-8 approval is particularly critical. Without a domestically produced turbofan, the SJ-100 program would remain stalled, leaving Russian airlines without a viable regional jet replacement as their existing Western fleets age and face parts shortages.

Achieving type certification is only the first hurdle. The transition from prototype testing to reliable, high-volume serial production remains a significant industrial challenge. The acknowledgment of a potential delivery dip before 2028 suggests that UAC and UEC are still establishing the necessary domestic supply chain depth to support sustained Manufacturing rates.

Sources: Rostec State Corporation