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The FY2027 NDAA sees lawmakers backing new right-to-repair measures, counter-drone initiatives and new A-10 restrictions to the retirement.

The House Armed Services Committee (HASC) has advanced a series of provisions as part of its Fiscal Year 2027 National Defense Authorization Act (NDAA) markup, which will now move forward in the legislation process. The new proposed measures combine support for emerging military technologies, acquisition reform initiatives, and continued congressional oversight of legacy aircraft programs such as the A-10 Thunderbolt II.

Among the provisions in the bill are renewed congressional efforts to expand military “right-to-repair” authority, which has been a longstanding debate point. According to the text of the HASC-approved bill, measures are being taken to improve access to technical data, maintenance information, and repair resources needed by military personnel and depots to sustain equipment without excessive reliance on original manufacturers.

Supporters argue the reforms would reduce costs, improve readiness, and allow servicemembers to repair equipment quicker in operational environments. The debate was mainly over intellectual property restrictions and contractor control of maintenance data, which manufacturers argued could have been put at risk by the reform.

Reflecting the lessons learned from recent conflicts by U.S. forces, emphasis was placed on counter-drone capabilities. The text highlights concerns about the growing use of low-cost unmanned aircraft systems in modern conflicts and the challenge of defeating large numbers of inexpensive drones with comparatively costly interceptors.

A Coyote LE leaving a M-LIDS (Mobile, Low, Slow, Unmanned Aircraft Integrated Defeat System) vehicle. | Source: RTX

The committee specifically recognizes the need for attrition-ready, low-cost interceptor solutions capable of countering mass drone attacks against military installations and deployed forces. This reflects lessons observed in recent conflicts, where low-cost aerial threats have placed significant pressure on traditional air defense networks and highlighted the asymmetry of the costs involved for the attacker and the defender.

The package additionally contains language that could significantly affect the future of the A-10 Thunderbolt II fleet. In fact, lawmakers included provisions requiring the U.S. Air Force to satisfy several conditions before further retiring A-10 aircraft, potentially extending the service life once again.

As we often reported, there is a long-running dispute between Congress and the Air Force over the future of the close air support aircraft. While Air Force leaders have repeatedly sought to retire the A-10 in order to free resources for modernization priorities, many lawmakers continue to argue that the aircraft retains unique operational value and should not be divested prematurely.

Right-To-Repair

One of the provisions adopted by the House Armed Services Committee concerns military right-to-repair authorities, an issue that has gained increasing attention as sustainment costs continue to rise across major defense programs. The committee’s language seeks to address concerns about lack of sufficient access to technical data, software tools, diagnostic equipment, and intellectual property needed to independently maintain and repair military equipment.

From left, Fleet Readiness Center East (FRCE) F-35 lift systems artisans Dale Veasey and John Doyle, and lead F-35 lift systems mechanic Tyler Scott, install an original equipment manufacturer-specific lifting adapter to a three-bearing swivel module in order to facilitate the final installation of the component’s No. 2 actuator. | Source: Joe Andes, Fleet Readiness Center East Public Affairs

For years, lawmakers and Pentagon officials have argued that reliance on original equipment manufacturers for maintenance and repairs can create readiness bottlenecks while increasing lifecycle costs. In many cases, the problem was attributed to military personnel not possessing the necessary technical information or proprietary tools to perform certain repairs on their own.

Manufacturers often argued that protections are necessary to safeguard intellectual property and avoid transfers to third parties. On the other hand, supporters of right-to-repair measures maintain that the government should possess greater authority to maintain equipment it has already purchased.

Now, the committee-approved language would strengthen the Pentagon’s ability to obtain maintenance-related information and ensure that sustainment considerations are addressed earlier during acquisition processes. The goal is to reduce long-term dependence on contractors while improving operational readiness and affordability.

Counter-UAS Focus

The document places considerable emphasis on counter-unmanned aircraft systems (C-UAS), highlighting the growing concern among lawmakers regarding the proliferation of inexpensive drones on modern battlefields and the asymmetry of the costs between these systems and the interceptors. The bill’s language specifically recognizes the challenge posed by large numbers of low-cost unmanned aircraft, which can overwhelm traditional air-defense systems through sheer volume.

U.S. soldiers carry a MEROPS interceptor drone, while a second one is ready to be launched from a pickup truck in the background. | Source: Kacper Pempel/Reuters

Recent conflicts have demonstrated how commercially derived drones, one-way attack drones, and other inexpensive unmanned systems can threaten military bases, logistics hubs, command centers, and maneuver forces, sometimes even evading detection until the last moment. At the same time, they impose disproportionate costs on defenders.

A key theme within the legislation is the need for low-cost “attrition-ready” interceptor systems, which would be used to engage mass drone attacks economically without relying solely on expensive surface-to-air missiles. This reflects a growing recognition that using interceptors costing hundreds of thousands or even millions of dollars against drones worth only a few thousand dollars may not be sustainable during prolonged operations.

The committee also directs attention toward technologies capable of supporting layered defenses, including kinetic interceptors, directed-energy weapons, electronic warfare systems and autonomous counter-drone platforms. The emphasis on C-UAS mirrors broader Pentagon priorities following lessons from conflicts in Ukraine and the Middle East, where drones have become a persistent feature of the operational environment.

A-10 Retirement Plans

The committee’s action regarding the A-10 Thunderbolt II represents the latest development in a years-long struggle between Congress and the U.S. Air Force over the future of the close-air-support aircraft. For more than a decade, Air Force leaders have sought to retire the A-10 fleet, with lawmakers rejecting the plans.

A U.S. Air Force A-10C Thunderbolt II aircraft approaches an HC-130J Combat King II aircraft for aerial refueling in the U.S. Central Command area of responsibility, May 9, 2026. | Source: U.S. Air Force

The service often argued that the aircraft’s aging airframes, increasing sustainment requirements, and limited survivability in highly contested environments make continued investment difficult to justify. The goal was to redirect resources devoted to the A-10 toward new aircraft, advanced weapons, and other modernization priorities.

Many lawmakers, however, remain unconvinced that a complete replacement for the A-10’s mission currently exists. The aircraft’s ability to operate at low altitude, loiter over the battlefield, carry substantial ordnance loads, and provide direct support to ground forces has continued to generate congressional support despite ongoing retirement efforts.

The committee would thus place additional constraints on Air Force plans by requiring further oversight, reporting, and certification before additional A-10s can be retired. The first constraint would see the service support the training, testing, sustainment, and maintenance activities of the A-10 through 2030, reversing the end of the training pipeline, testing and Weapons School activities planned for 2026.

Since sooner or later the A-10 will be retired, the committee is requiring a “competitive experimentation plan for autonomous and non-traditional capabilities relevant to the A-10 mission.” Meanwhile, any A-10 aircraft considered for retirement through 2030 “should be evaluated for potential transfer to another military department,” says the bill.

The committee is additionally asking for a report on the “A-10’s combat employment, recent operational relevance, lessons for future force design, and modernization options.” Finally, it also authorizes the reconstitution of the A-10 Demonstration Team, which was disbanded in 2024.

Deutschland ist mit seiner Bewerbung um einen Sitz im UN-Sicherheitsrat gescheitert. Im Interview spricht der Politikwissenschaftler Volker Perthes über die Gründe – und was daraus folgen muss. Wie groß ist der Reputationsschaden für die Bundesrepublik wirklich?

The Fleet Readiness Center East completed the conversion of its first F-35Bs from the TR-2 to the TR-3 configuration, which will support the future Block 4 upgrades. 

A major milestone was reached for the F-35B Lightning II as the U.S. Navy’s Fleet Readiness Center (FRC) East at Marine Corps Air Station (MCAS) Cherry Point, North Carolina, completed the Technology Refresh-3 (TR-3) upgrade on its first aircraft. The TR-3 lays the foundation for the future upcoming Block 4 hardware upgrades. 

Airframes BF-105 and BF-88 were delivered on May 14 and May 21, while “BF-81 is projected to complete its conversion in July,” the Jun. 2, 2026, press release from the F-35 Joint Program Office (JPO) said. The image of BF-105 capturing FRCE members standing before it after the TR-3 upgrades show that the airframe is assigned to the Marine Fighter Attack Squadron-231 (VMFA-231) “Ace of Spades,” part of the 2nd Marine Aircraft Wing’s (2nd MAW) constituent unit Marine Aircraft Group 14 (MAG 14).

The U.S. Marine Corps is the only U.S. service using the F-35B and, along with the carrier-launched F-35C, operates a total of 122 F-35s. Other foreign users of the Short Take Off and Vertical Landing (STOVL) variant of the F-35 include the U.K., Italy and Japan. The release also mentioned FCRE as among four other global depots for F-35 maintenance repair and modifications, which include Hill AFB and Ogden in Utah, Cameri in Italy and Williamstown in Australia.

Leveling up the Lightning!

The JPO has hit a major milestone by beginning the first-ever retrofits of operational F-35B Lightning II aircraft from the TR-2 to the advanced TR-3 configuration.

This massive hardware and software upgrade equips the jets with a substantial boost… pic.twitter.com/8rTN1GpD0b

— F-35 Lightning II Joint Program Office (@theF35JPO) June 3, 2026

The development comes close on the heels of a delay in the TR-3 program for all the three F-35 variants, seeing a stopgap simpler version being rolled out until the technical issues are fixed.

TR-3 work at FRCE

The Technology Refresh 3 (TR-3) is the “backbone” supporting the future Block 4 upgraded hardware covering 75 major systems. The major and leading upgrade is a powerful AN/APG-85 radar replacing the APG-81 as the primary sensor, while others include a new electronic warfare suite, an improved Electro-Optical Tracking System (EOTS), a new cockpit display, navigation and communication systems, and a next-generation Distributed Aperture System (DAS).

A new integrated core processor chip would provide the computing and fuse the data from these sensors. An Engine Core Upgrade (ECU) to the Pratt & Whitney F135 fifth generation supercruise engine in turn would produce the massive power required for the Northrop Grumman APG-85 radar and the other electronics.

An F-35B Lightning II begins a functional check flight inspection at the Fleet Readiness Center East, at Marine Corps Air Station in Cherry Point, North Carolina. | Source: Joe Andes, Fleet Readiness Center East Public Affairs

Materiel leader for F-35 mods/retrofits within the F-35 JPO, U.S. Air Force Lt. Col. Matthew Hawkins, talked about the massive retrofit accelerating from the “700 aircraft already fielded […] year after year […] across the fleet,” with the initial conversions helping refine the full-rate processes.

Hawkins touched upon the mammoth fast-paced work ahead that supports the F-35’s tactical orientation. “The faster we can upgrade jets, the more capable the warfighter will be. This isn’t just an engineering milestone. It’s an operational one. TR-3 is what allows the F-35 to remain the quarterback of the battlespace in the next decade,” he said.

Engineered for dominance.

An F-35B Lightning II, attached to Marine Fighter Attack Squadron (VMFA) 121, prepares to take off from the flight deck of the America-class amphibious assault ship USS Tripoli (LHA 7). pic.twitter.com/faPMYgLAqk

— F-35 Lightning II Joint Program Office (@theF35JPO) June 5, 2026

TR-3 Block 4 delays

Technical issues with the TR-3 considerably delayed the F-35 program. This triggered a halt in deliveries from July 2023 to July 2024, seeing up to 100-120 airframes piling up at Lockheed Martin’s facility in Fort Worth, Texas. With the Pentagon, JPO and Lockheed Martin agreeing on a “truncated” version of the software, deliveries resumed in 2024 and the company reported clearing the backlog by May 2025.

The scaled-down variant, a mix of TR-3 and TR-2 features that do not affect the aircraft’s safety or airworthiness, however limited the fullest extent of the aircraft’s high-end capabilities. However, the recent Director, Operational Test and Evaluation (DOT&E) report said none of the 158 TR-3 F-35s delivered to the U.S. services delivered until September 2025 were combat capable jets, putting a question mark on the delivery backlog cleared in May 2025. 

U.S. Marine Corps F-35B Lightning II with VMFA 122, 11th Marine Expeditionary Unit, during deck landing qualifications on the Wasp-class amphibious assault ship USS Boxer (LHD 4) in the Pacific Ocean, Dec. 7, 2025. | Source: U.S. Marine Corps photo by Lance Cpl. Nicole Stuart)

By the end of 2025, a total of 191 F-35s had been delivered, with the report putting the overall number of Lightning IIs delivered to the U.S. services at 812 aircraft (any configuration). Of these, a total of 541 are F-35As.

Technical developmental issues with the APG-85 radar had also reportedly led some F-35s entering service without a radar installed. The Air Force’s FY 2027 budget requests $1.7 billion to retrofit 181 aircraft from the Lot 17 and prior with the APG-85.

F-35B engine works at FRCE

The FRCE has also reported other milestones involving the repair, overhaul and assembly of the F-35B’s distinct F135 engine with the lift fan and its intricately engineered parts over the years. In September 2023, the FRCE announced the first successful assembly of the F-35B’s lift-fan clutch, becoming the first within the Department of Defense (DoD) to perform this task outside of the original manufacturer’s facility.

Steven Murray, left, and Dakota Martin, aircraft engine mechanics at Fleet Readiness Center East (FRCE, begin disassembly of a lift fan clutch for the F-35B Lightning II aircraft. | Source: Joe Andes, Fleet Readiness Center East Public Affairs

Made by Rolls-Royce for the Pratt & Whitney F135 engine, the lift fan gives the F-35B its unique STOVL capability. FRCE personnel revealed exhaustive theoretical and practical training involving going over tens of thousands of engineering drawings and blueprints, and studying the manufacturing and assembly process at Rolls-Royce LiftWorks facility in Indiana.

The FRCE then announced in August 2025 the completion of the first repair and overhaul of the F-35B’s three-bearing swivel module (3BSM). The 3BSM is a swiveling jet pipe that allows F-35B pilots to redirect engine thrust downward to create the rear vertical lift needed for the STOVL operations.

From left, Fleet Readiness Center East (FRCE) F-35 lift systems artisans Dale Veasey and John Doyle, and lead F-35 lift systems mechanic Tyler Scott, install an original equipment manufacturer-specific lifting adapter to a three-bearing swivel module in order to facilitate the final installation of the component’s No. 2 actuator. | Source: Joe Andes, Fleet Readiness Center East Public Affairs

The completed 3BSM marks the first time the depot has returned this component to the F-35 global supply chain that supports U.S. forces and international partners.  

The Chinese tiltrotor that broke cover last year was recently captured in images during what appears to be more expansive test flights.

China’s first manned tiltrotor aircraft has now appeared in clearer images while in flight, nearly a year after it was captured off a screen while hovering at the beginning of testing. Visuals from Chinese social media shared by leading Chinese military aviation researcher Andreas Rupprecht and other users on X showed the helicopter in various angles from its port (left) side.

We noted in our previous report in August 2025 that the first picture appeared to show the tiltrotor in what appeared to be an engine start-up, lift off and hover test. No visuals existed at the time showing it in full flight.

Via ACuriousPLAFan/SDF:

„Said to be different shots of the tiltrotor technological demonstrator platform from Harbin AC, likely taken during its recent test flight. Posted by @数性体 on Weibo.“ pic.twitter.com/tAOwUfrHY4

— @Rupprecht_A (@RupprechtDeino) June 1, 2026

What the new image shows

Both the panel and the rotor hub, previously missing, can now be seen in the latest images, in what could be a test flight in more expansive envelopes. It is not clear when the latest flight captured in the new images took place, and it may have happened anytime after the first images emerged in August 2025 – or possibly even recently – before leaking on the internet.

A notable feature we observed back then was the tiltrotor’s moving prop-rotor configuration, similar to that of the MV-75 Cheyenne II, marking a full departure from the V-22 Osprey and Leonardo AW609 in which the entire engine nacelle pivots. The system is notably simpler in operation with less complex engineering and consequently simpler maintenance and improved safety.

Seems as if finally an image and video (see link) of Harbin’s / HAIG’s) tiltrotor technology demonstrator in flight has been leaked. https://t.co/JI4bKLPOqs pic.twitter.com/JzzWvFHyVZ

— @Rupprecht_A (@RupprechtDeino) May 31, 2026

Both the images also did not show a flight data probe (pitot) tube on the nose, or registration markings anywhere on the fuselage or the tail. This leaves open the question on how many prototypes have been produced by Hafei Aviation Industry, a subsidiary of Harbin Aircraft Industry Group (HAIG).

There is no official information on the aircraft on any of the state media like Global Times, Xinhua or China Daily. The only tilt-rotor reported in the Chinese press was by GT in July 2025, featuring a smaller tiltrotor, an eVTOL (electric Vertical Take-Off Landing) called AE200 by Chinese company Aerofugia, on the sidelines of the inaugural International Advanced Air Mobility Expo at Shanghai.

Janes also reported in February 2024 about the unmanned UR/R6000 tiltrotor, which appeared in a clearer image inside its developer United Aircraft’s factory a few months later in October. Both the AE200 and the R6000 also have pivoting prop-rotor hubs, suggesting how China has closely watched and incorporated the American experience with the type.

We are far from knowing whether the three aircraft have a military future, until images emerge of the aircraft in PLA military colors, markings or at one its bases.

联合飞机(united aircraft)の世界初となる6t級ティルトローターUAV”镧影R6000″1号機が芜湖航空产业园にて生産された。
R6000は旅客の場合10人の乗客を乗せ、最大離陸重量6t、最大巡航速度550km、最大巡航高度7620m、航続距離4000kmを発揮する。
同機は今年の珠海航展にて展示されると言われている。 https://t.co/c89ETG1Ihf pic.twitter.com/Fl3ft0cqgI

— お砂糖wsnbn (@sugar_wsnbn) October 14, 2024

The tilt-rotor in question particularly has two access doors and, with the six windows, suggests a seating capacity of anywhere between six to 12 persons. It is also admittedly small in size for military use, necessitating larger engines and a bigger airframe.

If adopted by the PLA, like the Ekranoplan, it can rapidly move men and material to China’s outposts in the South China Sea (SCS). However, the need for such a capability is not acute, given China’s current naval aviation, surface fleet and merchant marine fleet.

Other helicopters and future

From a commercial standpoint, the developers wouldn’t have invested in the tiltrotors until they had a market within China, to feed its growing urban mobility, air taxi, emergency services and connecting remote mountainous regions. As we noted in our previous report, the tilt-rotor could be marketed internationally for civilian use by corporations, as a cheaper alternative to Western systems, with a target being the offshore oil and gas sector.

Apparently we’ve got the clearest image of the Z-21, China’s new heavy attack helicopter so far.
However, besides some details that are now finally clearly recognisable, such as sensors, cockpit, rotor, & the engine nacelles including exhausts, some details also appear strange… pic.twitter.com/CG5FoTDr2d

— @Rupprecht_A (@RupprechtDeino) March 20, 2026

Politically, fielding such an aircraft also displays China’s technological prowess in developing the full range of fighter aircraft, space technology, warships, missiles and aircraft carriers to rival the West.

IMO one of the best Images of the Z-21 so far. pic.twitter.com/kKyILXHevM

— @Rupprecht_A (@RupprechtDeino) November 30, 2025

Lastly, China’s heavy-class attack helicopter, the Z-21, has also made some appearance since late last year, with the latest image shared by Rupprecht on Mar. 20 showing it in sharpest and clearest detail yet. The aircraft is bearing a PLA roundel marking on its tail boom, and also appears to be carrying quad-launchers for air-to-surface missiles.

As it seems, for the first time a Z-21 in white primer was seen.

(Via yuxiaochen/SDF) pic.twitter.com/RfhGoIofAd

— @Rupprecht_A (@RupprechtDeino) December 23, 2025

One such image emerged in November 2025 with a dome-like sensor on the main rotor hub and a black paint scheme. A December 2025 picture shows it with the tail number 6232, the dome missing and the aircraft bearing a white paint scheme, suggesting that more than one example is flying.

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During the 2026 MCAS Cherry Point Air Show, The Aviationist interviewed F-35B pilot Major William Horn about expeditionary operations within the Marine Air-Ground Task Force and the demo for the public.

The 2026 MCAS Cherry Point Air Show featured a large-scale Marine Air-Ground Task Force (MAGTF) demonstration built around the current structure of Marine Corps expeditionary aviation. Rather than centering on a single tactical aircraft, the demonstration incorporated multiple aviation and ground elements operating together within the broader MAGTF framework that supports Marine Corps operational doctrine.

The MAGTF combines command, aviation combat, ground combat, and logistics combat elements into a single integrated force designed to operate rapidly from forward and austere locations. The aerial demonstration at the 2026 MCAS Cherry Point Open House put this integrated structure on direct display.

Participating aircraft included two F-35Bs from VMFAT-501 at MCAS Beaufort, South Carolina; two AV-8B Harriers from VMA-223 at MCAS Cherry Point; two MV-22 Ospreys from VMMT-204 at MCAS New River; two CH-53E Super Stallions from HMH-464 at MCAS New River; an AH-1Z Viper and UH-1Y Venom from HMLA-167 at MCAS New River; and a KC-130J Hercules from VMGR-252 at MCAS Cherry Point. The sheer scale of the lineup proved that Marine aviation relies on collective, expeditionary operations rather than individual aircraft performance.

From the crowd line, the MAGTF demonstration looks like a sequential series of events. Operationally, the concept is far more compressed. Assault support, aerial refueling, tactical strikes, rotary-wing attacks, and ground maneuvers converge simultaneously, with each element adapting as conditions evolve. This tight coordination proved vital during both the rehearsal and public demonstrations at Cherry Point, where aircraft timing and sequencing shifted rapidly within seconds.

AV-8B Harrier in hi-viz CAG markings from VMA-223 Bulldogs performs a photo-pass during the solo Harrier demonstration at MCAS Cherry Point Air show. | Source: Howard German

One of the more historically significant features of this year’s demonstration was pairing the legacy AV-8B Harrier alongside its successor, the F-35B. With the Harrier scheduled to retire from active Marine Corps service on June 3, 2026, MCAS Cherry Point marked the final public MAGTF appearance for the iconic jet.

Sharing the flight line with the F-35B highlighted the generational leap in technology currently transforming Marine tactical aviation. Yet, despite decades of engineering differences, both platforms share the same DNA, an uncompromising Marine Corps requirement to operate from short decks, expeditionary strips, and remote island bases.

Major William Horn piloted the F-35B during the MAGTF demonstration and performed the aircraft’s solo tactical display over the weekend. In addition to observing and photographing the action during rehearsal and public demonstrations, The Aviationist spoke with Major Horn regarding the role of the F-35B within the MAGTF framework, the coordination required between participating elements, and the continuing transition from the AV-8B Harrier to the F-35B Lightning II.

Interview with Major William Horn Left to right, Major William “Braankles” Horn, VMFAT-501, F-35B solo demonstration pilot and MAGTF demonstration pilot, and Major Connor “TOPO” Sherin, VMFAT-501, MAGTF demonstration pilot 2. | Source: Howard German Question: Please tell us a little bit about yourself. Starting with your name, where you are from, where did you go to school, what made you choose a career as a USMC Pilot, and how many total hours in front line jets and total hours in the F-35.

Major William T. “Braankles” Horn, from Rochester, NY. Attended the University of Rochester, Class of 2014 (Biochemistry/Psychology double major).

I originally learned of the option of being a Marine Corps pilot growing up in Rochester – my neighbor’s two oldest sisters both married Marine Corps Cobra pilots, around that time I thought that seemed like a pretty cool gig. Before graduating high school, I went to a recruiter about flying for the Marines, and long story short he recommended doing the college/OSO route if I was dead-set on being a Marine Corps pilot.

My sophomore year at UofR, the Buffalo OSO set up a station and we chatted about exactly that, and I spent about 4 years afterwards at the Buffalo OSO (year off after college for a LASIK waiver where I was working on a commercial fishing boat in Alaska) before getting selected on a pilot slot for OCS, which I attended in June of 2015.

Major William “Braankles” Horn and Major Connor “TOPO” Sherin, from VMFAT-501 piloting the 2 F-35B’s participating in the MAGTF demonstration. The F-35B serves as the stealthy, 5th Generation, multi-role component of the Aviation Combat Element (ACE). | Source: Howard German

I have about 900 total military hours, including about 27 in the F/A-18 Hornet before getting redesignated to F-35B, and about 650 in the F-35B.

In the MAGTF demonstration at Cherry Point, what is your specific role as the F-35B pilot, and where does your piece fit within the broader arrangement the audience sees?

As an F-35 pilot, we generally see the (literal and metaphorical) high-altitude picture – our aircraft has extremely advanced sensors and datalinks, providing full battlefield situational awareness and provides us the ability to oversee a mission and influence its success by moving the individual parts around as needed.

We also provide the first-strike capability which you will see over the weekend, in which we are able to get farther into adversary territory and execute attacks that other platforms cannot. Our first-strikes are tailored toward opening the ability for other Marine Corps platforms and ground elements to conduct the main mission.

A MV-22 from VMMT-204, MCAS New River, NC, providing primary assault support and rapid deployment during the MAGTF demonstration. In the background, note a AH-1Z Viper and a UH-1Y Venom operating as an integrated team showcasing tactical mobility and coordinated close-air support. | Source: Howard German What is the MAGTF demonstration designed to communicate to the public that a traditional single aircraft demo cannot, and why is that important to show?

What the Marine Corps does better than anyone else is our ability to conduct a mission incorporating all aspects from air and on ground. We offer a full package to conduct a mission ourselves, where, if the Marines were not involved, would offer multiple elements from multiple branches of the military.

What you’ll see during the MAGTF demo is every aspect of Marine Corps power from air attack, refueling, to ground support and ground forces all working together to achieve a common goal. All of these elements being inherent to the MAGTF allow fast, effective response to nearly any contingency or provide rapid-response, all over the world on a moment’s notice.

What do people tend to misunderstand when they watch the MAGTF demo, and what’s actually happening in those moments?

During the demo, you are going to see each of our elements operating sequentially to allow each individual element to show off their inherent capabilities. Realistically, all of our elements are executing our missions nearly simultaneously to present our adversaries an unsolvable problem before they even know they have one.

Major Horn and Major Sherin line up their respective F-35s with a KC-130J from VMGR-252 to perform an aerial refueling demonstration during the MAGTF display. | Source: Howard German

We also can’t forget the days, sometimes months of planning, and years of training going into what you’re seeing, to enable to present such a formidable force to our adversaries.

From your cockpit, where are the critical coordination points with the ground and aviation elements during the demo, and where does timing become unforgiving?

We coordinate all aspects down to the second – if I were to drop my bomb 30 seconds too late, other friendly forces may have moved to a position in which they are at risk of being negatively impacted by my ordnance. We require strict coordination on timing and rapid communication of any delays or setbacks, so that each element can adjust accordingly and still execute the mission.

Sometimes things don’t go according to our plan, and that communication aspect allows us to be flexible and adapt to a rapidly changing problem. Even in the event of communications loss, each element of the MAGTF has a set of go/no-go criteria they can self-assess, so that each individual in charge of an element has the ability to assess when is right to continue to the next step, and how to adjust their own element’s posture to still allow our mission success.

Two AV-8B Harriers from VMA-223 join up together and ingress to the target area to perform a simulated strafing run, during the MAGTF demonstration. | Source: Howard German How much of what you’re showing in the MAGTF demo is a compressed version of real operations, and where does it differ most from how you would actually employ the aircraft in a real-world scenario?

The MAGTF demo is designed to be a snippet of real-world operations to show off some of our capabilities and show how we work together. In reality, each ground or air element has a much broader range of capabilities and missions, and there likely would be significantly more players in a real-world operation.

For F-35B specifically, you would expect 4-8 F-35B or more, executing battlefield preparation and follow-on in-close operations like you see here, operating in such a way to remain unobserved by our adversary until there is nothing they can do to mitigate our attacks.

What does the preparation look like leading into a show like Cherry Point? How many repetitions are typical, and what are you actually refining from one rehearsal to the next?

Similar to real life, we generate a tentative mission concept, break out into individual element planning cells, and come back together at various meetings (normally over the course of 1-2 days for a real mission). At these meetings we refine the plan together and make any necessary changes as new problems or issues with coordination pop up.

CH-53E Super Stallion from HMH-464 Condors, MCAS New River, NC, in CAG markings, executing heavy-lift operations (insertion of combat troops) during the MAGTF demonstration. | Source: Howard German

While many of us have executed this demo before, we will practice 1-2 times prior to the demo. Each of us would be prepared to execute without a rehearsal after our final mission confirmation brief if it came down to it!

Which part of the demo has the least margin for error, and what specifically makes it difficult to execute consistently?

The coordination/communication piece is always relevant; each player needs to either make their times, or communicate otherwise so that all other players can adjust accordingly, and so that the mission commander can adjust the mission thereafter as required.

Within the MAGTF framework, what does the F-35B bring that actually changes how the team operates, even if that isn’t obvious to the audience?

The F-35 offers a unique first-strike capability in austere locations deep into enemy territory that few other platforms can provide. Since we are also Marines, when things don’t go according to plan, we know what the ground guys need for mission success and we can adjust our gameplan so that they can still accomplish their own mission.

Major William Horn from VMFAT-501, MCAS Beaufort SC, performing high speed photo pass during F-35B solo demonstration, on rehearsal day. | Source: Howard German

Since we operate from the same few ships together while deployed on a MAGTF, we can also meet face to face, assess the presented problems to mission success, and identify how we can use our aircraft to allow the guys on the ground to accomplish the mission. No where else in the military is there the ability to get such close coordination during mission planning, where each player presents their needs and the other players can assess how their capabilities can solve the others’ problems.

How does the short takeoff and vertical landing capability factor into the demo sequence, and how closely does that reflect how the aircraft would be used operationally?

While it does not dramatically affect the MAGTF demo, it is critically important to be able to execute STOVL ops as part of the MAGTF. We can take off and land on an extremely short strip prepared by the Marines in austere territory, and also from Navy ships such as LHDs/LHAs, positioning us closer to the action and providing us with unique options. There is nothing quite like being able to move your airport to where you need it to allow for the mission to succeed.

You’re not flying a solo profile here. Therefore, what changes for you, practically, when you’re part of a MAGTF demonstration, instead of a solo aircraft demo?

Everything we do as Marines is about executing our role on the team to the best of our ability. As one of many participants, I know that I need to execute my role to the best of my ability so that others can be freed up to do the same. Individual execution leads to overall team success.

UH-1Y Venom from Marine Light Attack Helicopter Squadron HMLA-167, MCAS New River, NC performing low pass during the MAGTF demonstration. The HMLA’s provide a wide range of capabilities, such as assault support, close air support, electronic warfare, forward air control. | Source: Howard German What’s something about participating in the MAGTF demo that surprised you, even after your operational experience?

I wouldn’t say surprising, since the MAGTF demo is a microcosm of the Marine Corps’ capabilities, but we have a certain way of doing things in the Marine Corps that is thoroughly trained into us from initial training all the way through fleet training and operational experience. With that training and experience, it is refreshing to see how all the players are on the same page without having to discuss tactics.

The MAGTF demo consists of professionals who are able to inspire confidence from the whole team by speaking intelligently and concisely to how each of us can use our platform to the full extent of its capabilities to ensure overall mission success.

With the AV-8B Harrier retiring in June from USMC service, the MAGTF demonstration offers a final opportunity to see both the Harrier and F-35B operating within the same Marine Air-Ground Task Force framework. From your perspective, what does that transition represent for Marine aviation?

The transition is both a continuation of Marine Corps TACAIR’s ability to conduct expeditionary operations, but also a leap forward in the capabilities we are providing for our fellow Marines. Each aircraft expanded the envelope technologically, and having the ability to operate from those same austere locations with 5th generation capabilities allows us to change how we conduct warfare on our terms.

The 250th Anniversary of the U.S. Marine Corps is displayed on this special heritage paint scheme AV-8B, flown by the VMA-223 Bulldogs, serial number 165427. | Source: Howard German

The Harrier has served admirably for over four decades and countless Marines made it home thanks to its unique ability to operate from forward locations. The F-35B is well-suited to fill that gap in a continually evolving battlespace, where we are able to operate forward in a contested battlespace that no one else can.

When the demo ends and the crowd walks away, what do you want them to understand about Marine aviation and the MAGTF that they likely didn’t appreciate before they arrived?

The participants of the MAGTF demo aren’t dedicated demo personnel – these are active-duty Marines executing a mission set forth by our leadership, and the preparation and planning is no different than it would be for any operational mission.

Major Horn stepping out of the F-35B cockpit and waving to the crowd, upon returning from a solo demonstration. | Source: Howard German

The Aviationist would like to send out thanks to Capt. Jacob Ballard – Deputy Director, COMMSTRAT, 2nd MAW, Captain Alessandro Rossi – Deputy Director, COMMSTRAT, MCAS Cherry Point, NC, and Chrystal Smith – Director, COMMSTRAT, MCAS Cherry Point, NC.

In addition, a very special thanks to Major William “Braankles” Horn, VMFAT-501, MCAS Beaufort, South Carolina, and Major Connor “TOPO” Sherin, VMFAT-501, MCAS Beaufort, South Carolina.

The Indian government is seeking to expand the country’s space programme in order to strengthen national security, promote economic growth and bolster India’s global standing. Its aim is to achieve strategic autonomy in the field of civilian space activities and technological sovereignty in the military sphere. In the area of security policy, India’s quest for sovereign capabilities is a race against time owing to its rivalry with China. But despite improved investment and regulatory conditions, there has not yet been any significant progress towards the development of a robust and competitive space economy. India’s most important strategic partner in the space sector is the US, with which it closely cooperates on trade, security and intelligence matters. In the field of civilian space activities, however, there is a growing interest in cooperation with European actors. India wants to attract more investment into the country, close technology gaps and diversify its partner­ships.

Length of video : 120'

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