A few days ago, the Italian aerospace company Leonardo and Baykar Technologies the foundation of the joint venture foundation of the joint venture “LBA Systems” announced. This is dedicated to the development and production of next-generation unmanned aerial systems (UAS) – from small UAVs to large MALE (Medium Altitude / Long Endurance) systems and complementary models.
Headquartered in Italy and with a parity structure, LBA Systems will combine Baykar’s platforms with Leonardo’s extensive experience in European certifications, payloads and integrated systems. The entire life cycle of UAS will be covered: from design and development to production and maintenance.
The initial aim of the joint venture was to produce a version of the successful twin-engine Akinci MALE drone (now in use in eleven countries), equipped with Italian sensors and systems from Leonardo. In addition to the “Italianized” Akinci presented on June 16, a new version of the TB3 drone with Italian systems was presented. This variant contains the same new components as the Akinci, including the LEOSS-T targeting system, the BRITE STORM jammer, the Osprey 55/30 or Gabbiano T-80UL radar, the Ulisses ASW system, a new transponder, a radio and other subsystems.
Leonardo recently revealed additional details about the TB3, which is to be certified in Italy by 2026. Its production will start in Ronchi dei Legionari, the largest Italian drone production facility. According to reports, the Italian Navy will also begin a test campaign of the TB3 on the carriers “Cavour” and “Trieste” in preparation for later fleet deployment. Of course, operation from land will also remain possible.
Production of the entire Baykar range in Italy
In November, Leonardo CEO Roberto Cingolani announced further details on the planned production of the Baykar TB2, TB3, Akinci and Kizilelma UAVs at three locations as part of the LBA joint venture. Production of both the Baykar UAV platforms and Leonardo’s Mirach high-speed UAV is scheduled to begin once all regulatory procedures have been completed. Cingolani explained that three facilities will support the joint production:
Fliegerschiessen auf der Axalp kehrt zurück – mit Patrouille Suisse?
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The Kizilelma unmanned combat aircraft (-> Turkish UCAV Kizilelma cannot see F-16s – and shoots them down anyway) is manufactured at Leonardo’s plant in Grottaglie in southern Italy. The plant currently produces composite fuselage sections for the Boeing 787.
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Cingolani emphasized Leonardo’s vision of developing Kizilelma into a universal fighter that can be connected to any manned or unmanned system, provided the control interfaces are available.
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The STOL-capable MALE drone Bayraktar TB3, which has already been missions from the Turkish amphibious carrier “TCG Anadolu” (L400) and has tested several types of ammunition, is produced at Leonardo’s factory in Ronchi dei Legionari in northern Italy.
TB3 in the air for two years
On April 27, 2023, the now internationally renowned drone specialist Baykar Technologies presented the new medium-sized MALE drone for carrier operations, the Bayraktar TB3, for the first time at Teknofest 2023 in Turkey. Equipped with a high payload, foldable wings and great endurance, the TB3 has been designed for a wide range of missions – including AEW, AWACS, attack, reconnaissance and SIGINT missions. The system was also presented with a new engine developed in Turkey, the TEI-PD170, to reduce the previous reliance on foreign engines, particularly from Ukraine. Following engine and taxi tests, the first TB3 prototype completed its maiden flight on October 20, 2023.
LBA Systems’ proposal for the TB3 includes the integration of the ULISSES acoustic processor, which enables the platform to detect underwater targets using multistatic measurement techniques.
Production of TB2 and Akinci at Piaggio Aerospace
The Bayraktar TB2 and the Akinci will in future be manufactured by the traditional company Piaggio Aerospace, which was taken over by Baykar shortly before the announcement of the joint venture LBA Systems was taken over by Baykar. Piaggio Aerospace will also continue to manufacture the Avanti high-speed turboprop pushers, which can be used as commercial aircraft as well as MPA and ISR platforms.
Leonardo had previously presented the types of payloads and on-board systems that can be integrated onto Baykar’s platforms – in line with the motto “Baykar’s platforms, Leonardo’s systems”. The aim is to offer attractive, certifiable solutions for the European market and other regions. The systems include LEOSS-T EO/IR, the compact BriteStorm EW system, the Skyward IRST, Osprey AESA radars (Osprey 30 is already used on board the TB2 in Poland) and various navigation systems.
Bundesheer: Kooperation stärkt österreichischen Spitzensport
Difficult integration into civil airspace
The TB3 – especially in an “Italianized” version – would probably also be suitable for the MALE procurement project of the Austrian Armed Forces planned from around 2028. It will be exciting to see how the highly complex and strictly regulated issue of use in non-segregated civilian airspace is resolved. The platform must not pose a risk to civilian aircraft under any circumstances, must detect oncoming traffic itself (“sense & avoid”) and must not continue to fly uncontrolled in the event of technical or enemy interference.
This requires compliance with international airworthiness regulations and NATO-STANAG certifications. In this cooperation model, this would primarily be Leonardo’s task. And the Italians have relevant experience: more than ten years ago, Alenia gained extensive and successful practical experience in Sense & Avoid research with the SKY-Y and SKY-X demonstrators as part of the EDA’s multinational MIDCAS program (13 partner companies from five countries).
“Yes, ‘Sense & Avoid’ – I’ve been hearing that for 20 years, but it’s still not suitable for everyday use,” said those responsible in the armed forces to Militär Aktuell recently. In fact, the campaigns at the time showed that various sensor fusions and autonomous avoidance logics are practicable and worked reliably in tests – right up to controlled approaches to a C-27 Spartan at around 150 meters.
However, they remain a “proof of concept” for future regulations. Two crucial elements are still missing for regular operations in civil airspace: firstly, the formal certification and standardization of such systems for civil air traffic regulations; secondly, operational and regulatory integration (ATC integration, liability issues, emergency procedures). As a result, integration has so far only taken place in controlled corridors and often with additional requirements that severely restrict the actual military mission purpose.
Switzerland as a “deterrent” example
In 2015, Switzerland procured six Hermes-900 HFE drones (ADS-15 project) from Israeli manufacturer Elbit Systems. However, the planned start of operations in 2019 has not yet been achieved. The main problem is that the systems do not meet Swiss Sense & Avoid security requirements. Regular operation in undivided civil airspace – including gliders, paragliders and motorized aircraft – is therefore still not permitted. The costs now amount to around 320 million euros, and the Swiss Federal Audit Office has severely criticized the project: ten years after the order was placed, the drones are “not operational”. Defense Minister Martin Pfister is currently having the project reviewed again. According to the Swiss media, the project may well be canceled.
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