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South Korea will further boost its airborne electronic warfare capabilities, buying another two platforms based on the Bombardier Global 6500 bizjet. These will eventually complement the four Global 6500-based airborne early warning and control (AEW&C) aircraft that Seoul has already ordered, and which you can read about here.
Canada’s Bombardier Defense announced today that its Global 6500 had been selected for a second South Korean special mission aircraft program. The aircraft have been acquired by Korean Air, which will modify them for the electronic warfare role. Specifically, these will be standoff jammer (SOJ) aircraft, intended to disrupt enemy electromagnetic signals from a safe distance.
“The Global 6500 aircraft is in demand around the world because of its performance and versatility, and we’re extremely proud that it was chosen for two very advanced, yet different defense missions in South Korea,” said Michael Anckner, vice-president of worldwide sales at Bombardier Defense. “This aircraft is trusted because of its proven military track record, yet it remains highly adaptable as defense needs evolve.”
The Global 6000 series is already a popular choice for military special missions adaptations. Outside of South Korea, prominent examples include the Saab GlobalEye AEW&C aircraft, as well as the German Luftwaffe’s PEGASUS signals intelligence (SIGINT) aircraft. Meanwhile, the U.S. Air Force opted for a Global 6000-based solution for its E-11A Battlefield Airborne Communications Node (BACN) program, and the U.S. Army ordered a Global 6500-based solution for its ME-11B High Accuracy Detection and Exploitation System (HADES), which will be the service’s next-generation intelligence-gathering aircraft.
A U.S. Air Force E-11A Battlefield Airborne Communications Node (BACN) aircraft. U.S. Air Force U.S. Air Force photo by Senior Airman Bryan Guthrie
All these applications are aided by the Global’s relatively high-altitude flight profile, which provides a significant standoff capability, increasing line of sight for the sensors, and helping keep the jet and its onboard operators further away from enemy air defense systems. In general, bizjet platforms are also becoming increasingly cost-effective, helped by steady improvements in jet engine technology.
Both Korea Aerospace Industries (KAI) and Korean Air had presented offerings for the SOJ to the Defense Acquisition Program Administration (DAPA), which serves as the central administrative agency of the South Korean Ministry of National Defense.
DAPA had approved the plan for the development of the so-called Block I Electronic Warfare System Development Project in April 2025, with around $1.2 billion earmarked for the program by 2034.
As of September last year, KAI was teamed with Hanwha Systems and was pitching a design based on the Global 6500 airframe. Meanwhile, Korean Air was partnered with LIG Nex1 and, according to some reports, was proposing a platform based on the Gulfstream G550. Other reports suggested that both teams favored the Bombardier bizjet, which provides commonality with the new South Korean AEW&C aircraft.
A rendering of the rival KAI/Hanwha Systems SOJ aircraft based on the Global 6500 airframe. KAI
KAI had argued that it was the best fit for the requirement based on its previous involvement in the Peace Eye program, which provided South Korea with a version of the E-7A Wedgetail AEW&C aircraft, as well as the forthcoming Baekdu II intelligence, surveillance, and reconnaissance (ISR) platform. KAI is also an established airframer, building the T-50/TA-50/FA-50 series as well as the KF-21 fighter and various helicopters.
South Korea ordered four E-737s under the Peace Eye deal, with deliveries completed in 2012. Boeing
Meanwhile, Korean Air is involved in heavy aircraft maintenance, military aircraft upgrades, and the development of drones, while LIG Nex1 developed advanced electronic warfare systems for the KF-21, as well as for warships, submarines, and reconnaissance aircraft.
From relatively early on, there had been indications that the Korean Air bid was favored. Reports in the South Korean media said that the proposal “scored higher” in the bid evaluation process by DAPA, which had been “evaluating each company’s electronic warfare equipment technology and airframe integration capability, among other factors.”
In the past, DAPA had said that the Republic of Korea Air Force (ROKAF) required four aircraft capable of “paralyzing enemy air-defense networks and wireless command and communication systems in times of crisis.” While Bombardier has said it is providing two Global 6500s for the program, it remains possible that more might be added. We have approached the company for clarification.
South Korea becomes the latest nation to invest in an SOJ platform, reflecting the growing interest in these capabilities, especially as higher-end and longer-range air defense systems proliferate.
The U.S. Air Force has introduced the EA-37B Compass Call as a standoff electronic attack platform, while earlier this year we looked in detail at Turkey’s HAVA SOJ, based on the Global 6000 airframe and intended to undertake a similar kind of mission.
The Turkish HAVA SOJ (Airborne Standoff Jammer). Turkish Ministry of Defense screenshot
Typically, SOJ platforms are intended to support air operations by suppressing enemy air defense radars, disrupting command-and-control networks, and interfering with communications through long-range deception and noise jamming, all while remaining outside hostile airspace. By degrading an adversary’s sensing and coordination capabilities, they enable friendly aircraft to penetrate defended airspace through safer access corridors. In modern warfare, the effective use of SOJ platforms has become a critical capability, serving as a force multiplier and delivering significant asymmetric operational advantages.
In addition to jamming systems, the SOJ aircraft generally also have a surveillance capability, with passive electronic support measures (ESM) equipment, while some might include an onboard radar or other sensors. ESM, which is a passive system, can geolocate threats and communications nodes, and that data can be shared in real time with tactical aircraft and missile units to prosecute strikes.
In its rendering of the aircraft, Korean Air presented a platform with prominent fairings alongside the fuselage sides as well as a canoe-type fairing below the fuselage. The fuselage fairings likely contain conformal antennas, which may well be associated with active electronically scanned array (AESA) technology.
AESAs can be used to send out highly focused beams of electromagnetic energy to jam hostile radars and other radio-frequency sensors and emitters in the air, on land, and at sea. This is a capability we have talked about before in relation to the U.S. Air Force’s EA-37B. Potentially, these same AESA antennas could be used to trigger cyber attacks, a capability you can read more about here.
The U.S. Air Force’s EA-37B Compass Call. U.S. Air Force
According to South Korean outlet Chosun, the aircraft should have a jamming range of “at least 200 kilometers [124 miles] to cover the entire Korean peninsula.” Additionally, “high-performance transmit-and-receive antenna technology is required to secure enemy electronic signals while disrupting the enemy by emitting powerful radio waves.”
While designed to work from outside hostile airspace, there have been increasing questions about the ability of specialized aircraft like these to survive against more capable air defenses, with the threat of long-range anti-air missile systems only set to grow. However, this kind of platform makes unique sense for South Korea, which has a very specific threat to counter: North Korean air defenses are becoming more capable, and hardened borders mean the geographic area that the new SOJ is expected to cover is clearly established. Criticism of aircraft survivability and range is less of an issue in this case.
North Korean leader Kim Jong Un watches a test launch of a KN-06 surface-to-air missile. North Korea State News
At the same time, although South Korea has long relied heavily on the United States for defense, Seoul has increasingly emphasized greater strategic autonomy. This includes developing sovereign electronic warfare and AEW&C capabilities, reducing its reliance on U.S. military assets and American-provided equipment for these critical missions.
As well as the new SOJ and AEW&C platforms, the ROKAF is also set to receive four Baekdu II ISR aircraft. KAI is developing these in partnership with LIG Nex1 under a $675-million contract, with the mission equipment to be installed on the Dassault Falcon 2000LXS bizjet airframe.
The contract is due to be completed by the end of 2026, and the new ISR jets will replace the four Hawker 800XP Peace Pioneer signals intelligence (SIGINT) aircraft that first entered service with the ROKAF in 2001. These are known locally as the RC-800B Baekdu and are operated alongside a similar number of RC-800G Geumgang imagery intelligence (IMINT) aircraft provided under the Peace Krypton program.
Meanwhile, the ROKAF also operates two modified Dassault Falcon 2000S bizjets in a SIGINT role. These RC-2000s were also procured under the Baekdu project between 2011 and 2018 and incorporate a greater proportion of Korean-built electronics than the RC-800Bs. These aircraft are also specially equipped to detect North Korean missile launches.
A photo shows the RC-2000SIGINT aircraft:
Then there is the AEW&C fleet, currently comprising four Boeing E-737s, and set to be bolstered by four new aircraft based on the Global 6500 airframe, valued at roughly $2.2 billion. As we have discussed in the past, these will be outfitted by L3Harris and will include the EL/W-2085 AESA radar from Israel’s Elta. This series of radars is already used in AEW&C aircraft operated by Israel, Italy, and Singapore. The new radar planes are due to be introduced by 2032.
A rendering of the Global 6500 bizjet-based AEW&C solution from L3Harris, as selected by South Korea. L3Harris
Returning to the new SOJ aircraft, the fact that North Korea possesses dense, layered air defenses concentrated near the Demilitarized Zone (DMZ) makes an electronic attack platform like this a key enabler for military operations. This is only becoming more important as North Korean defenses continue to mature.
Beyond enhancing operational effectiveness, the SOJ program strengthens South Korea’s defense industrial base, which is fast becoming a true global player.
Sailors assigned to the USS Tulsa and Helicopter Sea Combat Squadron 21 conduct flight operations in 2021 while sailing with the USS Kidd in the South China Sea. The Chinese military said Wednesday that it drove off a Dutch frigate sailing near the disputed Paracel Islands in the region. File Photo by Mass Communication Specialist 3rd Class Chase Stephens/U.S. Navy
May 27 (UPI) — Representatives for the Chinese military on Wednesday said forces used electronic interference attacks to drive off a Dutch frigate that was near the disputed Paracel Islands in the South China Sea
The Chinese army’s Southern Theater Command posted on its official social media account that the Dutch ship, the De Ruyter, “illegally intruded into China’s Xisha Islands” and a helicopter stationed onboard had entered Chinese airspace, the South China Morning Post reported. The Paracel Islands are called the Xisha Islands in China.
The islands are about 190 miles from China’s Hainan province. They’ve been under Chinese control since 1974, although Vietnam and Taiwan also claim them.
Chinese forces “took necessary measures including verbal warnings and warning electronic interference,” said Zhai Shichen, representative for the Chinese army’s Southern Theater Command.
“We firmly oppose such acts and solemnly demand that the Dutch side immediately cease its infringement and provocative actions,” Zhai said, USNI News reported. “The Chinese military will maintain a high state of alert at all times and resolutely safeguard China’s national sovereignty, security, and regional peace and stability.”
The Netherlands has not issued a statement on the incident, the South China Morning Post said. It reported that Zhai also said the ship was “extremely liable to trigger misunderstanding and miscalculation” in its actions.
USNI News said the De Ruyter was deployed to the region as part of the five-month-long Pacific Archer mission, which “aims to promote freedom of navigation and foster ties with allies and partners.”
A plane recently had to be diverted after a passenger forget their electronics in their hold luggage
Ash Bhardwaj recalled almost being caught out by this important rule himself(Image: BBC)
Air travel comes with a long list of things people can and can’t take with them depending on how it’s packed. However, one travel expert is urging people to pay more attention to an often overlooked electronic that can’t be packed into your big suitcases going in the hold of the plane.
Travel journalist Ash Bhardwaj warned people to take any electronics with lithium batteries into the cabin in their hand luggage and not to stow it away in the hold. He explained that this is due to a serious fire risk and while fires in the cabin can be handled, fires in the luggage hold could prove to be a far greater issue.
Ash joined Helen Skelton and Gethin Jones on the rooftop of BBC’s Morning Live studio to soak in some sunshine as the hot temperatures continuing rolling out across the country.
He highlighted one recent easyJet flight bound for the UK actually had to be diverted to Rome because a passenger realised they had left one of their lithium batteries in the hold.
Ash revealed he’d had to make this lithium battery check himself at the airport once: “We were in Vietnam, flying back home, and I saw these signs about not being allowed lithium batteries in your hold luggage. I was checking everything; ‘Is this one a lithium battery, like the fan for the baby carrier’.”
To be sure, Ash opted to put everything he suspected of maybe having a lithium battery into his hand luggage.
He continued: “Basically, it’s a fear of the batteries catching fire. If you’ve got it on you, in the cabin, in your hand luggage, that’s fine because if anything does happen the crew can deal with it.
“The key thing don’t put power banks in your checked luggage they need to come with you.”
Each airline may have different rules around what batteries and electronics must be kept in the cabin with you so it’s best to check with your airline before flying.
In general, spare batteries and power banks should only go into carry-on baggage. You may need to carefully pack these to prevent the circuit from shorting out, for example by putting it back in the retail packaging or placing each battery into a separate protective pouch according to the Civil Aviation Authority.
This protection must also prevent the item from being accidentally turned on or damaged during the flight. Some power banks may also require approval from the airline operator to be taken onboard.
