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Al Ahly: l’international malien Aliou Dieng fait ses adieux dans un message émouvant

L’international malien Aliou Dieng a adressé un message d’adieu touchant aux supporters d’Al Ahly, tournant une page marquante pour le football malien. Arrivé au Caire…

Al Ahly: l’international malien Aliou Dieng fait ses adieux dans un message émouvant
Mali Actu :
Al Ahly: l’international malien Aliou Dieng fait ses adieux dans un message émouvant

Mali Actu - maliactu.net - Mali Actualités, Les Actus et Informations sur le Mali
Mali Actu
Diaspora malienne : Stratégies clés de l’API-Mali

Mobilisation de la Diaspora pour l’Investissement productif au Mali Loin de leur terre natale, les Maliens de la diaspora restent néanmoins très attachés à leur pays d’origine. Ce constat a conduit l’Agence pour la Promotion des Investissements au Mali (

Diaspora malienne : Stratégies clés de l’API-Mali
Mali Actu :
Diaspora malienne : Stratégies clés de l’API-Mali

Fin février, évoquant le remplacement – urgent – des lance-roquettes unitaires de l’armée de Terre lors d’une audition au Sénat, le Délégué général pour l’armement, Patrick Pailloux, avait assuré que toutes les solutions possibles ou envisageables, avec leurs coûts et leurs délais de livraison, seraient présentées aux autorités politiques. Pour rappel, la Loi de programmation...

Cet article Lockheed Martin assure pouvoir livrer des M142 HIMARS à la France 18 mois après la notification d’une commande est apparu en premier sur Zone Militaire.

NASA’s X-59 QueSST flew faster than the speed of sound for the first time, expanding into the supersonic portion of its flight envelope.

NASA’s experimental X-59 QueSST (Quiet SuperSonic Technology) conducted its first supersonic flight on June 5, 2026, reaching a top speed of approximately Mach 1.1 (713 mph) and altitude of 43,400 feet. The milestone arrived as the aircraft continues to expand its flight envelope following the first flight in October 2025.

Going Supersonic

For this test flight, the aircraft was piloted by NASA test pilot Jim “Clue” Less. Less took off from Edwards Air Force Base, California, at 11:08 a.m. PDT, landing again after 81 minutes with new data on flying qualities at both subsonic and then supersonic speeds.

Step one: break the sound barrier.

The X-59 has officially flown at supersonic speeds for the first time, marking a major step forward on the path to quieting the sonic boom. Even faster and quieter flights are coming soon. pic.twitter.com/Ngia5oHXNn

— Lockheed Martin (@LockheedMartin) June 5, 2026

During the flight, the X-59 was supported by a NASA F-15 as safety chase aircraft. The agency said “the loud sonic booms from the F-15 obscured any sound made by the X-59,” which has been designed to create “only a quiet thump instead of a loud sonic boom” while flying at supersonic speed.

”X-59 is getting ready for its quiet supersonic debut,” said NASA Administrator Jared Isaacman. “Since the aircraft’s first flight on Oct. 28, 2025, the team has made tremendous progress, flying 16 times in the last 90 days and getting into a steady test rhythm. In the coming days, we expect to take the next step and push to Mach 1.4.”

JUST IN: The X-59 has gone supersonic!

The X-59 achieved supersonic speeds for the first time ever today — a major milestone for NASA’s Quesst mission and an important step toward upcoming flights that will demonstrate its quiet supersonic technology ahead of future… pic.twitter.com/mwblICs4vN

— NASA Aeronautics (@NASAaero) June 5, 2026

In the press release, NASA said this new milestone will be reached “in just days,” and it will be “even more critical to the mission.” In fact, this has been defined as a “mission conditions” flight, reaching a cruising speed of Mach 1.4 (925 mph) and altitude of approximately 55,000 feet.

These are the same conditions that will be used during the X-59 over several communities to gather data about how people may perceive its quiet thump. The data will be used to help regulators establish new noise standards in an effort to enable supersonic commercial flight over land.

Envelope Expansion

In the last months, following the first flight on Oct. 28, 2025, the X-59 conducted a series of flight to expand the flight envelope, which saw the aircraft flying at a wide range of speeds and altitudes. NASA says the first phase of the X-59’s flight testing is dedicated to the envelope expansion, and upon completion it will move to the acoustic validation focused on the sound profile, aiming to complete it by the end of 2026.

NASA’s X-59 quiet supersonic research aircraft flies above Palmdale and Edwards, California, on its first flight Tuesday, Oct. 28, 2025, accompanied by a NASA F-18 research aircraft. | Source: NASA/Jim Ross

Other factors that are being looked at are the performance of its controls, loads and structural dynamics, and subsystems including hydraulics, fuel, avionics, landing gear, among the others. NASA additionally said it is monitoring the performance of the eXternal Vision System, the system of cameras which replaced the traditional forward windscreen because of the X-59’s long nose.

NASA also described some of the X-59’s maneuvers during its first block of test flights:

• A rollercoaster maneuver involves a sequence of pitching the aircraft up and down to better understand aerodynamic forces and characterize stability and control.

• A bank‑to‑bank maneuver is when an aircraft gently rolls from one side to the other, such as tipping its wings right, then smoothly rolling back through level and over to the left.

• A flutter excitation maneuver introduces deliberate vibrations into the aircraft’s structure during flight to ensure the aircraft’s flutter boundaries are well understood and that its structure maintains safe margins across the flight envelope.

• A wings-level push maneuver is a controlled, wings-level pitch-down movement used to evaluate the aircraft’s longitudinal stability, pitch response, and trim characteristics at a given test condition.

• A gear-extend maneuver includes extending the aircraft’s landing gear at a controlled airspeed and configuration so engineers can measure the aerodynamic, structural, and handling qualities of the gear deployment, which can cause sudden changes in drag, pitch, vibration, and airflow. The landing gear retraction was tested as part of X-59’s first block of envelope expansion test flights.

The X-59

The X-59 Quesst (Quiet SuperSonic Technology) is an experimental supersonic aircraft developed at Skunk Works for NASA’s Low-Boom Flight Demonstrator project. The technologies used on the jet are meant to influence future generations of quiet supersonic aircraft as part of the effort to reintroduce supersonic commercial flight.

The X-59 is, in fact, designed to generate a quieter sonic boom which should be within acceptable noise levels to help the FAA to lift the ban on commercial supersonic travel over land imposed in 1973. According to NASA, the sonic boom generated by the new aircraft will be less than 75 perceived dB on the ground, about a third less than the Concorde, which was reported around 100-110 dB.

A key feature of the aircraft which will allow to achieve this goal is the long tapered nose, which accounts for almost a third of the X-59’s length. The nose is designed to break up the shock waves that would ordinarily result in a supersonic aircraft causing a sonic boom.

NASA’s X-59 quiet supersonic research aircraft flies over the Mojave Desert in California on April 14, 2026. | Source: NASA

Due to this configuration, the cockpit is located almost halfway down the length of the aircraft, a solution which however does not allow the presence of a traditional windshield. Instead, NASA developed the eXternal Vision System, a series of high-resolution cameras feeding a 4K monitor in the cockpit.

The X-59 is powered by a F414-GE-100 engine with 22,000 pounds of thrust, modified from the F414 used by the F/A-18 Super Hornet. The engine is unusually placed on top of the aircraft to give it a smooth underside, which helps keep shockwaves from merging behind the aircraft and causing a sonic boom.

The X‑59 is equipped with multiple systems designed specifically to protect the pilot, including a life support system to deliver oxygen to the pilot while also powering the g‑suit. As another safety layer, the aircraft features an ejection seat and canopy adapted from a U.S. Air Force T‑38 trainer, outfitted with essentials such as a first aid kit, radio, and water.

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.

The emergence of the Cockroach Janta Party indicates that discontent within and with the Modi government may run far deeper than it appears.

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