The US has enhanced the transport capabilities of Kenya and Botswana with the handing over of aircraft to the two nations. Kenya is to receive 16 transport and scout helicopters, while Botswana has taken delivery of a Lockheed Martin C-130H transport.

Following Kenya president William Ruto’s state visit to the US in May, it was announced that the US would supply eight Bell UH-1 Huey transport helicopters and eight MD Helicopters MD500s from surplus stocks.

The first two UH-1s were delivered in July and, at the time of writing, were being prepared for service in Nairobi by a team of US Air Force technicians, Kenya Air Force (KAF) personnel and representatives from Bell. The remaining six aircraft are scheduled to be delivered by the end of August. The MD500s will be delivered in early 2025.

Although both types are elderly, they will constitute useful additions to Kenya’s helicopter fleet, which makes up by far the largest components of both the KAF and Kenya Army Aviation (KAA).

The KAF’s rotary-wing transport force currently consists of 10 Aerospatiale SA330 Pumas, seven UH-1H Huey IIs, three AgustaWestland AW139s, and a single Russian machine, a Mil Mi-171E.

Three Bell AH-1F Cobras, previously operated by Jordan, are the force’s only dedicated attack aircraft, although eight Airbus Helicopters H125M Fennecs can also be fitted to carry weapons.

KAA, meanwhile, has a substantial fleet of 33 MD500M/MD Scout Defenders plus six MD530F Cayuse Warrior light attack machines that can carry cannon and rocket pods.

The US has also said that it intends to upgrade Manda Bay airfield in northern Kenya, including the construction of a 10,000-foot runway.

Additionally, US President Biden intends to designate Kenya as a ‘Major Non-NATO Ally’, in recognition of Kenya’s close working relationship with the US military and defence civilians. It will be the first time that the US has given a sub-Saharan African nation this status.

Kenya’s main external threat comes in the form of Somalia-based Al-Shabaab Islamic militants over its northern border. The militants have raided Kenya’s northern provinces on several occasions in recent years, attacking military bases and killing or kidnapping civilians.

Kenya also contributes to several United Nations and African Union peacekeeping forces on the continent, providing another task for the country’s rotary-wing forces.

Meanwhile, the US has handed over a Lockheed Martin C-130H to the Botswana Defence Force (BDF).

“This C-130H couldn’t have come at a better time than at this moment,” said Thomas Kagiso Mmusi, Botswana’s minister of defence and security. at the handover ceremony in June.

“Just a year ago, the last of the C-130Bs, which have served us fabulously for a quarter of a century, was grounded. The BDF has diligently performed a variety of mission sets using these aircraft over the years. These include airlift to support UN mission in Sudan, African Union missions and special forces exercises with international forces,”  Mmusi said.

"In this symbolic transfer of the C-130H aircraft, we reaffirm our shared commitment to security and stability in the region," said US ambassador Howard Van Vranken.

The aircraft will restore to the BDF enhanced airlift capabilities, allowing more effective responses to national and regional challenges, including the provision of humanitarian aid after natural disasters, peacekeeping operations, and logistical support.

Until the C-130H’s arrival, the BDF’s largest aircraft had been two CASA CN235 light transports. The C-130H can carry more than three times the load of the CN235s, with roughly 25 per cent greater range.

Botswana's acquisition of the aircraft follows its successful operation of three C-130B aircraft acquired from the United States in the 1990s. These aircraft played pivotal roles in delivering humanitarian aid and supporting the Southern Africa Development Community’s mission in Mozambique, flown and maintained by the Botswana Defence Force for 30 years until 2023, when they were retired from service.

The aviation industry is experiencing a renaissance, fueled by cutting-edge technology that promises to make travel more seamless and personalised than ever before. Astonishingly, 99% of executives in the travel industry acknowledge that technology is the primary driver of their organisation’s reinvention and transformation strategies.

Airlines are redefining how passengers experience this privilege, tapping into new revenue streams through advanced digital platforms, AI-driven personalization, and cloud-based operations. However, with these exciting advancements come new cybersecurity challenges that could jeopardize operations, compromise data, and erode trust. As the industry progresses, safeguarding against cyber threats is more critical than ever.

Tech-powered transformation takes flight

Accenture is leading the charge in helping airlines navigate this digital revolution.

For example, Saudia Airlines is set to launch a groundbreaking GenAI-powered digital platform that will allow travelers to effortlessly plan, book, and adjust their trips through a customized, conversational interface. Designed to evolve continuously, it will integrate additional services, aligning with Saudia’s vision of setting new standards for travel in the digital age.

In another leap forward, Accenture teamed up with Riyadh Air to create the world’s first fully cloud-based airline. By providing a cloud-only infrastructure coupled with strengthened cybersecurity and AI-driven operations, Accenture is ensuring Riyadh Air’s digital core is both future-proof and scalable.

This partnership aims to support Riyadh Air’s ambitious goal of operating over 100 destinations by 2030, showcasing a commitment to innovation that underscores the need for top-tier cybersecurity measures to protect these new digital infrastructures.

Facing the cybersecurity conundrum

Despite these great technological strides, the aviation industry grapples with debilitating cybersecurity challenges. The complexity of managing a modern technological architecture and multiple digital ecosystem partners creates substantial barriers to implementing effective security measures, with three major issues coming to the forefront: a lack of comprehensive cybersecurity strategies, insufficient threat detection capabilities, and inadequate controls for technology and data security.

Recent findings are eye-opening: 83% of travel industry CEOs report that compliance is their primary driver for cybersecurity, while just 39% of airline, travel, & transport companies have real-time incident detection mechanisms for their IT and OT systems.

Moreover, 58% of airlines do not have a security transformation program in place, and almost half of them indicate that they don’t have an Information Security Management System (ISMS) in place, nor have these companies enforced or updated measures to secure their technological infrastructure.

These gaps expose the industry to vulnerabilities that could undermine the very innovations fueling its growth.

 

Three essential steps for elevating cybersecurity

Aviation companies must take decisive action to address these challenges and elevate their cybersecurity defenses. This involves embedding cybersecurity into their core business strategies, reinventing their approach to cyber-resilience, and modernising security practices to keep pace with rapid technological advancements.

1. Embed Cybersecurity in Business Strategy

To tackle aviation’s cybersecurity challenges, senior leadership must embed cybersecurity into business strategy from the start, using risk assessment frameworks to guide decisions and investments.

Additionally, their strategies should address cyber and supply chain risks, particularly those tied to geopolitical tensions. Collaboration with third-party vendors is critical, prioritizing those with strong cyber resilience and enforcing tailored policies for joint crisis assessments. A comprehensive supply chain cyber risk management programme, using automation and data, is key, especially as aviation IT vendors present significant risks.

Continuous cyber risk assessments across all strategic initiatives—new products, services, acquisitions, and expansions—ensure early identification and mitigation of potential threats, with clear targets and thorough reporting throughout the process. This proactive approach not only mitigates risks but also positions having modern cybersecurity measures as an important competitive edge.

A prime example of this approach is Accenture's work with one of the largest international airports in the Middle East.

Accenture is transforming the airport's cybersecurity through a managed services approach, creating a consolidated operating model that aligns business, security operations, and third-party suppliers. This model bolsters the airport's security environment while providing annual assessments of its security capabilities and technological maturity, enabling to remain ahead of evolving threats. This case underscores the importance of viewing cybersecurity as fundamental to business strategy and demonstrates how a proactive, integrated approach can reinforce an organization’s defenses.

2. Reinvent cyber-resilience

Building cyber-resilience is an ongoing journey that demands regular updates to security programmes. To boost resilience, aviation companies need a comprehensive view of their attack surface, covering both IT and OT environments. As digital initiatives expand, so do the risks of ransomware and malware attacks. Identifying and securing all assets - whether legacy or new - is crucial for mitigating these threats.

Accenture Security’s managed cyber defence model exemplifies this approach. Deployed at a leading international airport in the Middle East, it provides enriched detection and response capabilities and insider threat monitoring, offering full visibility into IT and OT environments. This has led to faster threat responses, lower costs, fewer insider threats, and better compliance.

Streamlining security tools and using AI-driven solutions are also key. Many organizations have overlapping security tools that cause misconfigurations and gaps. By consolidating these into a unified system, companies can simplify their security strategy and enhance protection. Generative AI solutions, like Accenture’s MxDR service, heighten detection, response, and remediation efforts.

3. Modernise security to match innovation

To stay ahead of industry disruption, security must evolve at the same pace with business advancements. This requires embedding cybersecurity into every new development from the outset and addressing vulnerabilities in both emerging technologies and legacy systems.

A comprehensive, adaptive security approach is crucial, ensuring that all processes remain aligned with ongoing business transformations. Beyond traditional information security, aviation companies must evaluate how their security capabilities support overall business resilience, enabling scalable operations and rapid adaptation.

Modernising IAM practices with a zero-trust network architecture—where every access attempt is treated as potentially unauthorised—can drastically reduce breach risks.

As emerging technologies like quantum computing, space security, and human-AI interfaces advance, partnering with specialised security experts is critical.

Take quantum computing: although fully capable quantum computers don't yet exist, adversaries are already harvesting sensitive data to decrypt in the future. Achieving crypto agility is vital for aviation companies, allowing them to seamlessly adapt encryption methods and replace compromised keys without disrupting critical infrastructure.

 

Conclusion

As the aviation industry soars to greater heights, it must also elevate its cybersecurity defences. By embedding cybersecurity into business strategies, reinventing cyber-resilience, and modernising security practices, aviation companies can protect their innovations and ensure a secure, sustainable future for air travel. The challenge is clear: fortify defenses to keep the future of aviation on course. Only those who rise to this challenge will truly succeed.

 

 

Algeria

Arguably the largest spender on military aviation in north Africa and most of it is on Russian hardware. One of its main priorities is to strengthen the fighter fleet, with the Sukhoi Su-30SME, more Su-35s or even Su-57s, all being considered to replace around 60 MiG-29s and 40 or so Su-24MK/M2/MRK Fencers.

Bolstering the air force’s Russian integrated air defence system could see Algeria become the international launch customer of the Su-57 Felon, with a purchase of two squadrons (circa 24 aircraft) looking likely.

The air force is also considering the purchase of Su-30SME super-manoeuvrable multi-role fighters. The type is already operated in Africa by the Ethiopian Air Force and unlike other fighters in the Algerian fleet, works well sharing data and information with military aircraft, ground stations and satellites. There are suggestions that it can even be used as a mini-AWACS.

The Su-35 Flanker, a much improved Su-27 Flanker, is another fighter being considered that has played a big part in Russia’s war with Ukraine. Being multi-role with a very capable air defence capability it could be an ideal replacement for the ageing MiG-29s.

All three types could theoretically replace the 100 or so MiG-29s and Su-24s and at the same time boost interoperability.

Spending money with US companies is generally a no-go for Algeria. One recent collaboration with the US involved $1.1 billion for three intelligence, surveillance and reconnaissance (ISR) configured Gulfstream 650s ordered from Raytheon in 2015 ended in disaster.

Unable to allegedly fulfil the Algerian Air Force requirements, the three Gulfstreams sat stored at Will Rogers in Oklahoma for several years and have recently been sold to a civilian customer.

One would have thought that with such a heavy reliance on Russia, a Russian special mission aircraft could have fitted the bill, but obviously not.

One of the most recent purchases, made by the former Algerian joint chief of staff, General Ahmed Gaid Saleh who also oversaw the failed Gulfstream purchase, and was obviously a supporter of the US, as he secured the purchase of two second-hand civilian Lockheed Martin LM-100J Super Hercules (civilian C-130Js) in 2022. Today the current Algeria commanders prefer not to buy from Uncle Sam.

Algeria became the first international operator of Turkish Aerospace’s Aksungur unmanned combat air system (UCAS) when six were ordered in October 2022, and were presumably delivered sometime in 2023.

 

Egypt

The Egyptian Air Force operates a massive and varied fleet of aircraft, and like Algeria most come from Russia. The fighter fleet is made up of a mix of 200+ Lockheed Martin F-16s, 53 Dassault Rafales and 40 MiG-29s.

A $2 billion contract for 30 Sukhoi Su-35s was signed in 2018 with several seen at Sukhoi’s Komsomolsk on Amur facility but deliveries were never made.

In 2019 the US announced it was ready to impose sanctions under the Countering America’s Adversaries Through Sanction Act (CAATSA) that would have seen the withdrawal of US security assistance funding valued at over $1 billion to Egypt.

There had been speculation the EAF was set to sign a multi-billion dollar deal with Leonardo to buy 24 Eurofighters in June 2022.

The contract was said to be worth about $3 billion as part of a bigger arms deal, valued at between $10-12 billion, which would have also included 24 M-346 jet trainers. However, the deal was not signed, and Egypt has since cooled on the purchase.

There is also a requirement to replace the EAF’s fleet of K-8Es, which have suffered from a lack of spares for the US Honeywell TFE 731 engine.

State-owned Arab Organisation for Industrialization (AOI), based at Helwan, announced on January 16, 2023 that a deal had been struck with Korean Aerospace Industries for the local production of T-50 lead-in fighter trainer and FA-50 light fighter.

The core of agreement would see KAI set up a deal with AOI for technology transfer and localisation of manufacturing for advanced jet trainers.

Morocco

Unlike its neighbour and foe, Algeria, Morocco sticks to US systems which make up much of its integrated air defence system.

France was once a main defence partner, with the purchase of Alphajets and Mirage F1s in the 70/80s, but now it’s all US.

Lockheed Martin F-16s makes up the bulk of the fighter fleet, with 16 Block 52s delivered between 2011-12. In August 2020, the US government confirmed that as part of a multi-billion dollar purchase of 90 F-16 Block 72s Morocco would receive 24 (made up of 20 F-16Cs and four dual-seat F-16Ds), with Taiwan receiving the other 66.

Deliveries are expected in 2025, and unlike the previous F-16s these will come with the new Martin Baker US18E ejection seats that are now being installed in the newer Block 70/72s.

Taiwan, Morocco and Jordan are the first to select these new seats over the Collins ACES seat. The new F-16s will come equipped with the Northrop Grumman APG-83 active electronically scanned array (AESA) radar, Lockheed Martin AN/AAQ-33 sniper pod, Terma AN/ALQ-213 EW management systems and L3Harris AN/ALQ-211 advanced integrated defensive electronic warfare system (AIDEWS) that protects the aircraft from current and evolving threats.

Two older F-16Cs, probably pattern aircraft, went through an upgrade by Lockheed Martin at Fort Worth, Texas, that included the new AN/ALQ-213 AIDEWS in 2019, the rest of the fleet has probably followed suit. The new Block 72s will replace the Mirage F1s that have been retired, and the F-5E/Fs too.

Morocco also ordered 24 Boeing AH-64E Apache attack helicopters in June 2020, delivery was expected to start in 2024 and completed by March 2025.

There has never been a dedicated attack helicopter serving the Moroccan military, which has relied on the armed Gazelle. The new Apaches will be armed with Lockheed Martin AGM-114L/R Hellfire air-to-surface missiles, BAE Systems advanced precision kill weapon system (APKWS) laser-guided rockets and Raytheon AIM-92H Stinger air-to-air missiles.

Boeing announced on November 13 last year, that production of the Apaches had commenced.

Morocco has also purchased two advanced military reconnaissance satellites from Israel Aerospace Industries (IAI). Valued at $1 billion, the deal announced in mid-August will see Israel’s Ofek 13 spy satellites delivered within five years to replace the existing Airbus and Thales space-based surveillance systems. Morocco will use the Ofek 13 to monitor its borders as well as gathering intelligence, with Algeria a priority.

Morocco already relies on a set of two reconnaissance satellites provided by Astrium France, which can image any point in Algeria every two hours.

This provides the Royal Moroccan Air Force a huge targeting tool which can’t be challenged by the Algerians, that means they can spy and designate a target in their neighbour’s territory at ease – a tool much more powerful than putting an expensive radar with limited side views on a Gulfstream.

The RMAF currently has two ISR Gulfstream 550 intelligence surveillance reconnaissance aircraft on order with L3 Systems, fitted with Israeli Elta systems. Both aircraft are being upgraded at L3’s Greenville, Texas facility.

 

Libya

The Libyan government has no funding to buy new aircraft and relies on donations from other countries, and the inventories of both the GNA (Government of National Accord) and LNA (Libyan National Army) that fought each other in the recent civil war (2014-2020).

 

Tunisia

The most recent procurement by the Tunisian Air Force has been eight Textron T-6C training aircraft to replace the Aero L-59s. The $91 million deal signed in July 2022, led to the first four aircraft delivered to Sfax air base in May 2023 with deliveries completed in August 2023.

The DSCA notified US Congress of the proposed sale of the attack version, known as the AT-6 Wolverine, but this has not progressed.

Four Grand Caravan EX single-engine turboprops are also being acquired from Textron, equipped with electro-optical/infra-red sensors, for the ISR missions. The first pair were delivered in late July 2024, it’s unclear when the final pair will arrive.