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Business Wire
19-06-2025
- Business
- Business Wire
Textron Aviation Defense and Thai Aviation Industries Sign Agreement to Support Royal Thai Air Force
PARIS--(BUSINESS WIRE)--During the Paris Air Show, Textron Aviation Defense LLC., a Textron Inc. (NYSE: TXT) company, and Thai Aviation Industries Co., Ltd. signed a Memorandum of Agreement to work together on a sustainment program for the Royal Thai Air Force (RTAF). This program will support RTAF's fleets of Beechcraft T-6TH and AT-6TH aircraft. "This agreement with Thai Aviation Industries ensures the highest level of sustainment support for the RTAF and is an important element of our commitment to the growth of Thailand's aerospace industry." Share The Beechcraft T-6TH trainer and AT-6TH light attack aircraft are designed and manufactured by Textron Aviation Defense LLC., a wholly owned subsidiary of Textron Aviation Inc. Textron Aviation Defense, based in Wichita, Kansas, USA, is the original equipment manufacturer (OEM) for these aircraft. Thai Aviation Industries, located in Bangkok, Thailand, is the prime contractor for this program and has a long history of providing support for RTAF. 'The Beechcraft T-6TH and AT-6TH aircraft strengthen the mutual defense cooperation and relationship between the U.S. and Thailand,' said Tom Webster, vice president, Defense Sales. 'This agreement with Thai Aviation Industries ensures the highest level of sustainment support for the RTAF and is an important element of our commitment to the growth of Thailand's aerospace industry.' The agreement highlights the strengths of both companies. Textron Aviation Defense brings its expertise as the aircraft's OEM, while Thai Aviation Industries offers its unique position and experience in Thailand. This collaboration aims to provide long-term support and sustainment for RTAF's aircraft, ensuring a high level of readiness for training and light attack missions. Both companies are committed to working together to deliver the best possible service to RTAF. About the Beechcraft T-6 Texan II The Beechcraft T-6 Texan II is the world's premier military flight trainer. The aircraft's low acquisition, operating and sustainment costs enable global air forces to fast-track pilot production. With an installed base that more than quadruples its closest competitor, the family of Beechcraft T-6 Texan II aircraft has been the world's number one Integrated Training System (ITS) for more than 20 years. The Beechcraft T-6 Texan II capitalizes on an active production line with an industry-leading Manufacturing Readiness Level (MRL) rating of 10 as well as a proven supply chain and the affordability of 85 percent parts commonality with the Beechcraft AT-6 Wolverine. To date, the global fleet of more than 1,000 Beechcraft T-6 Texan II aircraft has surpassed 5 million flight hours across 14 nations and two NATO flight schools. A vital asset, the T-6 empowers global pilot training across the North Atlantic Treaty Organization (NATO) Flight Training program in Canada, the Euro NATO Joint Jet Pilot Training Program (ENJJPT) at Sheppard AFB, Texas and the U.S. Air Force Aviation Leadership Program as well as the U.S. Air Force, Navy, Marine Corps, Army and Coast Guard, the Hellenic Air Force, the Argentine Air Force, the Israeli Air Force, the Royal Air Force, the Iraqi Air Force, the Royal Canadian Air Force, Mexican Navy, the Mexican Air Force, the Royal Moroccan Air Force, the Colombian Air Force, the Royal New Zealand Air Force, the Royal Thai Air Force, Tunisian Air Force and the Vietnam Air Defense Air Force. About the Beechcraft AT-6 Wolverine Purpose-built for light attack, counter-insurgency and Countering Violent Extremist Organizations (C-VEO), the high performance, low risk Beechcraft AT-6 Wolverine delivers affordable precision and endurance across operations in austere environments. The aircraft empowers operators with Next Gen Intelligence, Surveillance and Reconnaissance (ISR), the industry's best loitering close air support / precision strike capability, the ability to maintain pressure on targets, and reliable networked battlespace communications and video, linking every sensor to every operator — anytime, anywhere. The U.S. Air Force completed the aircraft's military type certification and acquired two Beechcraft AT-6E Wolverine in 2020. The Royal Thai Air Force, a key U.S. security ally and operator of one of the most advanced air forces in Asia Pacific, followed in 2021, selecting the Beechcraft AT-6TH Wolverine to support their 41st Wing light attack operations at Chiang Mai Air Base. About Textron Aviation Defense LLC With a legacy of thousands of proven Beechcraft and Cessna Integrated Training Systems produced and missionized in America's Heartland since WWII, military customers turn to Textron Aviation Defense when they need airborne solutions for their critical missions. Provider of the world's foremost military flight trainer, Textron Aviation Defense equips militaries worldwide and leads in low acquisition, sustainment and training costs. The Beechcraft T-6 Texan II fleet of more than 1,000 aircraft has logged more than 5 million hours across two NATO military flight schools and fourteen countries since 2001. Textron Aviation Defense is a subsidiary of Textron Aviation Inc. About Textron Aviation We inspire the journey of flight. For more than 95 years, Textron Aviation has empowered our collective talent across the Beechcraft, Cessna and Hawker brands to design and deliver the best aviation experience for our customers. With a range that includes everything from business jets, turboprops and high-performance pistons, to special missions, military trainer and defense products, Textron Aviation has the most versatile and comprehensive aviation product portfolio in the world and a workforce that has produced more than half of all general aviation aircraft worldwide. Customers in more than 170 countries rely on our legendary performance, reliability and versatility, along with our trusted global customer service network, for affordable, productive and flexible flight. For more information, visit | | | About Textron Inc. Textron Inc. is a multi-industry company that leverages its global network of aircraft, defense, industrial and finance businesses to provide customers with innovative solutions and services. Textron is known around the world for its powerful brands such as Bell, Cessna, Beechcraft, Pipistrel, Jacobsen, Kautex, Lycoming, E-Z-GO, and Textron Systems. For more information, visit: Certain statements in this press release may project revenues or describe strategies, goals, outlook or other non-historical matters; these forward-looking statements speak only as of the date on which they are made, and we undertake no obligation to update them. These statements are subject to known and unknown risks, uncertainties, and other factors that may cause our actual results to differ materially from those expressed or implied by such forward-looking statements. About Thai Aviation Industries Co.,Ltd. Thai Aviation Industries Co.,Ltd. (TAI) was established by the policy of the Government of Thailand and the Royal Thai Air Force to carry out aircraft maintenance for government agencies and to expand Thailand's aviation maintenance capabilities to be an international standard aircraft maintenance center. TAI is an approved Thai MRO company that received the privilege from the Public Procurement and Supplies Administrative Act for maintenance support to all states Aircraft. TAI has played a significant role in the MRO service including the logistics support to all military and commercial aircraft in Thailand for more than 20 years. TAI maintains capabilities in varies Aircraft type such as F-16A/B, C-130H, T-6C, Alpha Jet, Saab 340, BT-67, ATR72-500, S-92A, Cessna 150/152/172/182/208, Bell 121/412 Series, Airbus A320 Series, Boeing B737 Series, Airbus Helicopters (H125/H145/H155/H175), etc.
Wales Online
12-06-2025
- Wales Online
Anglesey man first to be jailed under new North Wales domestic abuse pilot scheme
Our community members are treated to special offers, promotions and adverts from us and our partners. You can check out at any time. More info A man who breached a domestic abuse protection order has been jailed. Tom Webster, 41, of Victoria Terrace, Holyhead, appeared at Caernarfon Magistrates Court on Tuesday June 10 where he admitted the breach. A North Wales Police Anglesey statement said: "The order was granted at Llandudno Magistrates Court on May 19th prohibiting Webster from communicating with his ex-partner or being within 100 metres of her home address for a period of three months. "However less than three weeks later, Webster was seen with his ex-partner in Holyhead on June 8th. Webster was arrested later the same day. He was jailed for one year." Sergeant Chris Burrow added: 'Webster is the first person to receive a custodial sentence since North Wales Police joined the DAPO pilot scheme on April 28th. 'We will continue to apply for DAPOs going forwards where appropriate to protect victims from further harm. Webster's disregard for the court order imposed shows his disrespect for the justice system and I hope he reflects on this behaviour. 'We will not tolerate any form of domestic abuse and will fully support anyone who is experiences abuse.' You can sign up for all the latest court stories here Find crime figures for your area
North Wales Live
12-06-2025
- North Wales Live
Anglesey man first to be jailed under new North Wales domestic abuse pilot scheme
A man who breached a domestic abuse protection order has been jailed. Tom Webster, 41, of Victoria Terrace, Holyhead, appeared at Caernarfon Magistrates Court on Tuesday June 10 where he admitted the breach. A North Wales Police Anglesey statement said: "The order was granted at Llandudno Magistrates Court on May 19th prohibiting Webster from communicating with his ex-partner or being within 100 metres of her home address for a period of three months. "However less than three weeks later, Webster was seen with his ex-partner in Holyhead on June 8th. Webster was arrested later the same day. He was jailed for one year." Sergeant Chris Burrow added: 'Webster is the first person to receive a custodial sentence since North Wales Police joined the DAPO pilot scheme on April 28th. 'We will continue to apply for DAPOs going forwards where appropriate to protect victims from further harm. Webster's disregard for the court order imposed shows his disrespect for the justice system and I hope he reflects on this behaviour. 'We will not tolerate any form of domestic abuse and will fully support anyone who is experiences abuse.'
Washington Post
06-05-2025
- Business
- Washington Post
In the D.C. region, the future of the Metro is the bus
The D.C. public transportation system is set to expand dramatically over the next 20 years. But aside from the long-delayed Purple Line, new train tracks aren't part of the plan. Leaders in and around the Metro system are putting their energy behind the less-loved side of transit: the bus. In June, Metro rolls out its new 'Better Bus Network,' remaking the existing system with fewer stops and promises of faster service. Northern Virginia leaders just proposed 28 new bus routes, five of which are already in the works. The District has 7 bus-only lanes and wants a dozen more; Montgomery and Prince George's counties in Maryland are planning 17. Today, the region has about 30 miles of lanes reserved for buses. Plans call for 20 times more over the next two decades. There are a couple reasons for the shift. One is money. New rail is remarkably expensive and difficult to build — the Purple Line is five years and $5 billion dollars over its original budget — and the Trump administration is expected to cut funds for transit projects. The other is the lasting impact of the pandemic. Metro ridership is rebounding as more people reported to offices, but it's still about a third lower than in 2019. Bus ridership, on the other hand, is actually higher — even though Metro data shows buses are slower, less frequent and less reliable than rail. So Metro is focusing on making the existing rail and bus infrastructure more efficient to both accommodate the region's expected population growth and address its already arduous levels of traffic congestion. 🌸 Follow D.C. region Follow 'We need to move much, much faster on a regional, coordinated bus priority plan,' Metro planning chief Tom Webster said at a public meeting late last month. 'It is this region's future.' Already, nearly as many people ride Metro buses every day as Metro trains. But these plans aim to double that ridership, bringing in people who have the option to drive. The goal is to 'compete with a single-occupancy vehicle, regarding the reliability and the frequency of service,' said Monica Blackmon, CEO of the Northern Virginia Transportation Authority. Saying no to 'the bloop' In proposing the pivot to buses, Metro leaders put to bed a rail expansion known colloquially as 'the bloop.' The idea, which came out of a years-long study of how to speed up trains between Rosslyn and downtown D.C., would have redirected the Blue Line through Southeast Washington to link up with the Yellow Line in Alexandria. It would've added a stop by the hotels and casino at National Harbor and provided Metro access to St. Elizabeth's, Buzzard Point and Bolling Air Force Base. But it came with an estimated $30 billion to $35 billion price tag and a 20-year timeline to complete. The entire bus network redesign was done in three years with no extra funding. Even the most ambitious local bus plans, which involve widening roads for bus lanes, cap out at around $1 billion. 'It makes sense for Metro to focus on the rail system it has, and give people something that will make their lives better right now — and that is what investing in the bus system does,' said Dan Reed, a former urban planner who works for the local pro-growth group Greater Greater Washington. Still, there's a limit to what buses alone can solve as the region grows, some transportation experts and local officials say. A Beltway South bus line is envisioned, but replicating the 'bloop' would require several transfers. 'I don't understand why one of the richest metropolitan areas in one of the richest countries in the world can't have nice things like everybody else,' said Virginia State Sen. Scott Surovell (D-Fairfax), an advocate for the Blue Line loop. 'Bus is an important piece, but we cannot sacrifice rail investments just because it's hard.' Transportation planners agree that at a certain distance or population density, buses are no longer effective. 'When the Purple Line opens and people can go from Bethesda to Silver Spring in nine minutes, you wont hear anyone say it should have been a bus,' Reed said. Making buses work Bus lanes have the potential to sidestep literal and figurative gridlock, skirting the kinds of costly battles that can derail bigger projects more reliant on federal dollars. Advertisement When Montgomery proposed making temporary lanes on Georgia Avenue permanent late last year, public survey results showed two-thirds of 2,800 locals were opposed. Three-quarters of those people said they usually drove down the corridor, which has five bus lines and four Metro stops. The bus lanes serve roughly 10,000 riders a day, but only 658 of the survey respondents took the bus more than twice a month. Advertisement If this were a plan that required federal funding, those opponents could have held it up for years with litigation or the threat of it. But the whole project cost was covered by the state for roughly $300,000, or $40,000 a mile. (For comparison, construction of the Purple Line has cost more than $300 million a mile.) The bus lanes stayed. Marc Dunkelman, author of the book 'Why Nothing Works,' said the dynamics of projects like this reflect a broader problem in American governance. Advertisement 'We're spending hand over fist more than other countries in similar economic circumstances, and that's not purely about the cost of labor or the cost of materials. It's that … we've created an industry of vetoes that are available to anyone who objects,' Dunkelman said. 'Should we lower our aspirations knowing our process is screwed up or should we change the process so we can get more optimal solutions?' Advertisement Interventions such as the Georgia Avenue lanes have improved bus speeds by as much as 60 percent, officials say, while reducing crashes by as much as 30 percent. And despite opposition from drivers, data indicates car traffic along bus priority routes has slowed by only a minute or two. Skip to end of carousel Make the most of the DMV with our newsletter (The Washington Post) Make living in D.C. a little easier and more fun. Sign up for the Post Local newsletter to get local news, weather and expert advice — where to eat, where to drink and how to get around — every weekday. End of carousel 'The folks driving vehicles didn't really experience a change,' D.C. City Administrator Kevin Donahue said at a regional transit meeting in March. 'They may not perceive that, because they're still in traffic before and after, but when we really study it the experience doesn't change at all.' Advertisement Maryland and D.C. can now ticket cars in bus-only lanes. Also appearing on the streets are signals that let buses move ahead of other traffic, and curb bumps with fare boxes that make it easier and faster to get on and off. The most ambitious projects, called 'Bus Rapid Transit,' or BRT give buses their own separated corridors similar to light rail. Advertisement 'The operating costs aren't as high, the engineering isn't quite as intense, you can get through the process a little faster,' said transportation planner Julie Timm. She was a BRT skeptic herself until she was in charge of Richmond, Va.'s bus system, which now carries over a million riders a month. Now, she says, 'I'm a convert.' 'A bus is a bus' The advantages buses hold over rail can also become drawbacks. Improvements are incremental and flexible, and therefor easier to scrap; new lines are easier to launch, and have resulted in a dozen local systems with separate names, fares and maps. Advertisement There's agreement that jurisdictions should work together on signage and some bulk purchases. But fares, schedules and stops have proven more controversial. Already, discussions of the bus plans have created disputes about how much control Metro should have as opposed to the jurisdictions that oversee (and pay for) the roads buses travel. Advertisement 'There's a reason that we all have our local systems,' Alexandria City Council member Canek Aguirre said at a recent transit meeting in Northern Virginia. Alexandria's DASH service is free and electric, something Metrobus can't afford. 'You have a better understanding of not just your populace but the topography and your specific region,' he said in an interview afterward. Loudoun Supervisor Matt Letourneau countered that localities should look to centralize as much as possible, given the political and financial climate for transit. Advertisement 'We have to drive value to the maximum extent possible,' he said. 'For [the public], they don't distinguish as much between the operators — a bus is a bus.' That fight isn't over; it will likely continue over the summer as local leaders discuss Metro's financial future. How those play out will help determine whether a built-out bus network will be a success or a compromise that satisfies no one.
