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A Nyan One Way Effector (OWE) was launched from the experimental testbed vessel XV Patrick Blackett while the ship was underway off the south coast of England.

The trial, which according to image data took place in early June 2026, is billed as the next step towards the operational integration of one way effector (OWE) drones into the British military. The Nyan OWE, designed by BAE Systems subsidiary Callen-Lenz, was previously tested from land by British Army personnel in Estonia.

The Royal Navy has successfully launched a strike-capable drone from a ship at sea, marking a significant step forward in the UK’s drive to create a hybrid naval force to defend against evolving threats. | Source: Crown Copyright 2026

Organised under Operation Neptune Reach, the launch brought together personnel from the Royal Navy, Royal Air Force, and the British Army. Launching an OWE drone from a Royal Navy vessel has been listed as the first goal of Project VANTAGE, with latter stages focused on spreading OWE launch capability to vessels across the fleet, up to and including the Queen Elizabeth class aircraft carriers. This is a key part of the Ministry of Defence’s aim to transform the Royal Navy into a ‘hybrid navy’, leveraging a tailored blend of crewed and uncrewed systems with the mantra ‘crewed where necessary, uncrewed wherever possible‘.

.@BAESystems @callenlenz Nyan One-Way Effector launched from @XVPTBK https://t.co/KR68KfHm3I pic.twitter.com/VA8vH69274

— Navy Lookout (@NavyLookout) July 3, 2026

Lieutenant Commander David Burton, Maritime OWE capability sponsor, Royal Navy, said: “This trial makes a significant step forward in delivering Maritime One-Way Effectors at pace.

“Under Project Vantage we are planning to integrate these capabilities into the Hybrid Navy, combining crewed platforms with uncrewed systems to expand reach, increase tempo and enhance lethality. Working closely with our army colleagues, this activity demonstrates how we are accelerating Atlantic Strike concepts into practical, deployable capabilities of the Fleet,” he added.

Luke Pollard MP, Minister of State for Defence Readiness and Industry, said: “Britain is serious about the transition to a Hybrid Navy with new, powerful drones at the heart of the Royal Navy. By bringing together Army and Navy expertise to field strike drones from a ship at sea, we are accelerating the capabilities our forces need to stay ahead of our adversaries.”

 

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The Nyan OWE, designed for precision strike missions, is powered by a small ‘microturbine’ jet engine, and has a wingspan of 2.9 metres. In a February 2026 direct award contract notice, the MoD noted it as the only off-the-shelf product of its type registered with the UK Military Aircraft Register, stating: “it is the only feasible option to bring into service in the near term on the grounds of safety and legality”.

British Army crews in Estonia move a Nyan OWE on the ground. | Source: via BAE Systems

Matt Foster, CEO of BAE Systems’ Callen-Lenz, says over 1,000 Nyan units have been produced so far, and it has proven itself during land-based trials. “Now it has successfully demonstrated its ability to add real value in a maritime environment too. These trials reflect strong collaboration across the services and industry, highlighting the pace at which we can deliver innovation to advance the UK’s integrated, multi-domain defence capability.”

The drone was launched from a rail installed on the Patrick Blackett’s rear deck, and then directed towards a pre-designated target. Data from the test is now being analysed by a specialist Royal Navy team as well as the Royal Air Force’s Air and Space Warfare Centre (ASWC).

The Royal Navy has successfully launched a strike-capable drone from a ship at sea, marking a significant step forward in the UK’s drive to create a hybrid naval force to defend against evolving threats. | Source: Crown Copyright 2026 XV Patrick Blackett 

The futuristic all-black trials vessel XV Patrick Blackett was acquired by the Royal Navy in 2022, and officially began acceptance trials in February 2023. Although not a commissioned Royal Navy vessel, it is crewed by Royal Navy personnel and is wholly owned by the UK Government. 

Its primary role is supporting trials of uncrewed surface and sub-surface vessels, which are in line to become a major part of the Royal Navy’s overall fleet structure in the coming years. 

Confimation of the new RN construction plan, as radical as Fisher’s new navy. These were revealed in the recent Frazer-Nash NDP renders (below).

Type ?? Common Combat Vessel, smaller crewed command hub (possibly AH140 based?) to be in-service by early 2030s.
Type 91 – uncrewed… https://t.co/NJcFFPFeE3 pic.twitter.com/l2mpWVInfI

— JamesFennell MBE (@FennellJW) June 29, 2026

The ship’s large, open rear deck area is ideal for frequent configuration changes to support different programs. In this case, it provides ample room for the rail launcher. In one previous exercise, the deck area has even been used as a target area for dummy bombs dropped from a drone. 

UAV Roton conducts a successful artificial bomb drop on XV Patrick Blackett as part of a training exercise in Portugal during exercise REPMUS24. | Source: LPhot Daniel Bladen/Crown Copyright 2024

A lesser seen but vitally important additional part of XV Patrick Blackett’s duties is pioneering the use of quantum navigation equipment at sea. These systems use atom interferometry to provide inertial navigation, meaning that it could provide the answer to the problems posed by the vulnerability of GPS. Additionally, quantum navigation would work in places where GPS simply can’t – under the sea, underground, or in some of the few locations in the world where access to reliable global navigation satellite systems (GNSS) cannot be guaranteed.

The first UK test of airborne quantum navigation systems took place from MoD Boscombe Down in 2024, backed by BAE Systems and Qinetiq. 

A report by the International Institute for Strategic Studies (IISS) assesses that it is ‘highly likely’ many of recent drone incidents throughout Europe were ordered by Moscow as part of a wider hybrid campaign against NATO.

The investigation focuses on incidents taking place between August 2024 and February 2026, including incursions into the airspace of thirteen individual countries. All but one of these nations, the exception being Ireland, are members of NATO. 

Among the incursions documented in the report are those which targeted U.S. Air Force sites in the UK – which The Aviationist covered in depth across three articles – as well as the incident over the French Navy ballistic missile submarine base at Île Longue.

This report assesses that it is highly likely the Kremlin conducted a coordinated Uninhabited Aerial Vehicle (UAV) campaign over Europe between August 2024 and February 2026, spanning a dozen NATO states and Ireland.

It is also likely that Russian-linked vessels and the shadow… pic.twitter.com/pGRtWRHPtE

— IISS News (@IISS_org) July 2, 2026

By corroborating the various reports of drone incursions with data relating to ships that are known or suspected to belong to Russia’s shadow fleet, the IISS has named several vessels in particular that it believes were responsible for launching and/or directing the drones. 

It notes that the cargo vessel Hav Dolphin (IMO 9073854), investigated by both Germany and the Netherlands after drone incursions in the spring of 2025, was in fact docked in Hull, UK, while British and American authorities were dealing with the drone sightings over military sites in November 2024. 

Suspected drone carrier / cargo ship HAV DOLPHIN entered Baltic Sea via Kiel kanal, last port Antwerp. Stated destination Vasa, FI

The Russian crewed ship is suspected if being behind drone flights over military installations in NW Germany a few months ago. pic.twitter.com/i4QfsyLyzi

— auonsson (@auonsson) August 24, 2025

At the same time, the tanker Seasons I (IMO 9308950) travelled eastbound through the Straits of Dover and routed approximately parallel to the southern coast of East Anglia where RAF Lakenheath, RAF Mildenhall, and a number of other sensitive U.S. and UK military facilities are located. 

Positions of selected Russian shadow-fleet tankers around Germany and the UK, 26 November 2024 | Source: The International Institute for Strategic Studies

Comment from anonymous U.S. officials at the time of the incursions suggested that the drones were of a sophistication beyond what would be expected for commercially available civilian drones. As we noted, the incursions over these important U.S. bases came just days after then President Joe Biden gave Ukraine the long awaited all-clear to use long range missiles to strike targets deep inside Russian territory. 

Selected reported UAV sightings in Europe by location and site, August 2024–February 2026 | Source: The International Institute for Strategic Studies

In its executive summary of the lengthy report, the IISS argues that while not every UAV incident during this period is likely to have been linked to Russia, “the aggregate pattern of UAV sightings cannot be adequately explained by misidentification, hobbyist activity or opportunistic harassment alone.”

Careful Scrutiny

There is no smoking gun that definitively proves Russia’s involvement, and none of the nations affected in these drone incursions have yet directly pointed their finger in Russia’s direction, though IISS researchers have suggested that these countries have given their tacit approval of the report. “Every government we spoke to said they would welcome the report being published,” said Charlie Edwards, Senior Fellow for Strategy & National Security. 

Without the smoking gun, some have questioned the report’s findings. Dronewatch Europe have said: “The conclusions are striking. However, they also deserve careful scrutiny.”

“The report does not present physical evidence linking any specific drone to any specific vessel. No launch has been observed, no command links have been intercepted, no wreckage has been recovered, no credible video footage was recorded, and no telemetry or forensic data has been released tying a drone to a Russian ship.”

New IISS report revives ‘Russian shadow fleet drone’ theory, but fails to provide evidence https://t.co/aQNZoaX2O3 pic.twitter.com/efG2r4BgCD

— Dronewatch Europe (@DronewatchEU) July 2, 2026

This forensic data is, of course, difficult for a non-state actor to obtain. Primary radar data and advanced intelligence (including the use of electro-optical sensors, signals intelligence (SIGINT), and human intelligence (HUMINT)) capabilities would be of paramount importance to gathering the definitive facts in cases like this.

Whether the capable intelligence agencies – in many cases, world leading – of the nations involved have in fact collected these facts is unclear. While one could argue that the fact no country has stepped forward and set out a comprehensive case for Russia’s involvement, it is also true that doing so could prejudice some of the capabilities and/or sources of intelligence available to them. Proving Russia’s guilt in the public domain might not outweigh the value of these intelligence assets. 

The @RoyalAirForce has recently deployed its Counter-Uncrewed Aerial System to Belgium in response to rogue drones interrupting flights at Brussels Airport. This comes just a month after the system was deployed to Denmark.

The RAF’s C-UAS capability is called ORCUS, which is a… pic.twitter.com/bS6buQuCDc

— Leonardo Electronics (@LDO_Electronics) November 11, 2025

Dronewatch’s own investigation into 61 drone sightings across Europe in 2025 found that, in many cases, “reported drones turned out to be perfectly ordinary aircraft, helicopters, stars, planets or other explainable phenomena. In numerous cases there was simply no evidence that a drone had ever been present.”.

The IISS report does touch on these earlier investigations, though it argues that “In an operating environment where European detection capability was demonstrably insufficient to reliably track low-altitude, non-cooperative UAVs, a high non-confirmation rate is the expected outcome regardless of whether the sightings were genuine.”

“A high false-positive rate in public reporting is, if anything, analytically consistent with Russian operational design: engineering an environment of ambiguity in which genuine incursions are difficult to distinguish from noise is itself a feature of the campaign,” the report continues. 

Whether any of the drones were in fact linked to Russia or not, the IISS states that Europe’s counter-UAS (C-UAS) strategy has not kept up with the threat now posed by these systems: “detection is uneven, legal authorities are fragmented, response options are often disproportionate, and attribution remains too slow to support timely deterrence.”

The MQ-28 Ghost Bat took part in a flight with the F-15EX and a proof-of-concept FARP operation as part of the Experimental Operations Unit’s activities during Valiant Shield 2026.

The Pacific Air Forces (PACAF) released new undated photos from Exercise Valiant Shield 2026, showing that the MQ-28 Ghost Bat flew together with the F-15EX Eagle II. The milestone flight transformed into reality Boeing’s concept artworks which suggested the goal of having the two platforms work together in Manned-Unmanned Teaming (MUM-T) operations.

“An MQ-28 Ghost Bat and U.S. Air Force F-15EX Eagle II participated in Exercise Valiant Shield 2026 over the Philippine Sea, demonstrating the future of human-machine teaming in the theater,” said PACAF in a post on social media. “Uncrewed systems act as a force multiplier, extending the reach and effectiveness of human pilots.”



It is unclear if crew of the F-15EX, assigned to the 85th Test and Evaluation Squadron, took control of the MQ-28 during the flight. It should be noted that the service’s fighter jets already took control of drones during past tests, thus the possibility of the F-15EX controlling the MQ-28 should not be excluded.

An F-15EX Eagle II and an MQ-28 Ghost Bat fly together during Valiant Shield 2026. | Source: PACAF

Moreover, in the press release announcing the MQ-28’s involvement in Valiant Shield last month, PACAF said “the uncrewed MQ-28 will fly in concert with crewed fighter platforms, providing a critical opportunity for the joint force to refine tactics, techniques, and procedures for this next evolution of airpower.”

Take a peek into the future.

With the F-15EX’s future manned-unmanned teaming capabilities supported by an advanced cockpit system, communication networks and two-seat configuration, the superior fighter could serve as a battle manager and joint all domain command and control. pic.twitter.com/07oRhGdIjV

— Boeing Defense (@BoeingDefense) September 4, 2025

The MQ-28 was deployed to Rota, Commonwealth of the Northern Mariana Islands, for the duration of the exercise. The specific aircraft is a production representative airframe, which is equipped with an Infra-Red Search and Track (IRST) system.

Artist concept of a Boeing F-15EX flying in formation with four MQ-28s, back when it was still known as the Boeing Airpower Teaming System (ATS) aircraft. | Source: Boeing

While at Rota, the MQ-28 also took part in a proof-of-concept Forward Arming and Refueling Point (FARP) operation for Collaborative Combat Aircraft (CCA) on June 28. The operation was supported by a HC-130J Combat King II and Airmen assigned to the 79th Rescue Squadron, alongside members of the Royal Australian Air Force and the Experimental Operations Unit (EOU).

The involvement of the EOU is notable as it was activated in June 2025 at Nellis Air Force Base, Nevada, to accelerate the introduction of CCA. The role of the EOU will be to develop the initial tactics, techniques and procedures needed to ensure CCAs are integrated in the fleet and tactically viable for future conflicts.



The unit recently conducted a round of testing with the YFQ-44A at Edwards Air Force Base, California. The service said the unit “executed a series of sorties that refined core operational and logistical procedures for deploying and sustaining CCA in a contested environment.”

With PACAF confirming the involvement of the EOU, it is likely the participation to Valiant Shield 2026 was part of a new round of testing which used the MQ-28 as surrogate for the FQ-42 and FQ-44. The Air Force recently awarded production contracts for the two CCAs.

A U.S. Air Force HC-130J Combat King II and Airmen assigned to the 79th Rescue Squadron, alongside members of the Royal Australian Air Force and the Nellis Air Force Base-based Experimental Operations Unit, conduct a proof-of-concept Forward Arming and Refueling Point operation for Collaborative Combat Aircraft with the MQ-28 Ghost Bat in Rota, Commonwealth of the Northern Mariana Islands, June 28, 2026, in support of VALIANT SHIELD 2026. | Source: U.S. Air Force photo by Senior Airman Austin Salazar F-15EX Visits Kadena Again

The same F-15EX which flew with the MQ-28 also arrived at Kadena Air Base, Japan, on June 29, 2026, accompanied by two F-15E Strike Eagles. The visit, whose duration is unknown, might have happened after the flight with the MQ-28, as Valiant Shield officially ended on July 1.



This is the second time an F-15EX is deployed to Kadena as the base prepares to receive its permanently assigned Eagle IIs. As we reported in the past here at The Aviationist, the base is transitioning from the F-15C/D Eagle to the new F-15EX Eagle II.

The 67th Fighter Squadron will be Kadena’s first operational F-15EX unit, followed by the 44th Fighter Squadron. A total of 36 new fighters is expected to be delivered there starting next year, according to Air Force Secretary Troy Meink.

A U.S. Air Force F-15EX Eagle II assigned to 85th Test and Evaluation Squadron, Eglin Air Force Base, Florida, lands at Kadena Air Base, Japan, June 29, 2026. | Source: U.S. Air Force photo by Airman 1st Class Gracelyn Hess

“The F-15EX represents the next chapter of airpower at Kadena,” said U.S. Air Force Brig. Gen. John Gallemore, 18th Wing commander. “Our Airmen have the opportunity to train with the aircraft, build confidence in its capabilities and ensure we’re ready to project lethality and integrate into operations as we continue providing combat power in support of a free and open Indo-Pacific.”

Valiant Shield

Valiant Shield is a biennial, multinational, joint exercise focused on integrating the joint force in a multi-domain environment. The exercise brings together forces from the U.S. Air Force, Navy, Marine Corps, Army, and Space Force, alongside regional allies and partners, to train across a vast geographic area in the Pacific.

First established in 2006, Valiant Shield has evolved into one of the largest and most sophisticated military exercises in the Pacific. This reflects the growing emphasis on joint and combined operations in response to an increasingly contested security environment.

A U.S. Air Force F-15EX Eagle II and F-15E Strike Eagles assigned to the 85th Test and Evaluation Squadron, Eglin Air Force Base, Florida, fly in formation after receiving fuel from a KC-135 Stratotanker assigned to the 909th Air Refueling Squadron over the Pacific Ocean, June 29, 2026. | Source: U.S. Air Force photo by Staff Sgt. Dwane R. Young

“Valiant Shield demonstrates our enduring commitment to a free and open Indo-Pacific,” Adm. Steve Koehler, commander of U.S. Pacific Fleet. “Exercising advanced multidomain capabilities with our allies ensures we continue to seamlessly innovate and operate together, project combat power together and prevail over any challenge – together.”

The exercise typically features a wide range of assets, including fighter aircraft, bombers, aerial refueling tankers, intelligence, surveillance and reconnaissance (ISR) platforms, naval surface combatants, submarines, amphibious forces, and advanced command-and-control systems. “This routine training fosters real-world proficiency in sustaining joint forces through detecting, locating, tracking, and engaging units at sea, in the air, on land, and in cyberspace in response to a range of mission areas,” explains PACAF.

Airmen and the local community gathered as Davis-Monthan hosted the final public A-10 Range Day at the Barry M. Goldwater Range.

Davis-Monthan Air Force Base hosted at the Barry M. Goldwater Range near Gila Bend, Arizona, the last public Range Day with the A-10C Thunderbolt II on Jun. 24, 2026 held its last Range Day. The announcement comes as the type inches towards its imminent retirement, despite Congressional approval to save the iconic aircraft.

“As the A-10C Thunderbolt II made one of its final passes over the Barry M. Goldwater Range near Gila Bend, Arizona, Airmen assigned to the 355th Wing, community members, and civic leaders gathered to witness the familiar roar that had echoed across Tucson’s skies for nearly five decades, marking one of the aircraft’s final range days,” said the press release.

For the sake of clarity, it should be noted, that while the press release mentioned “one of the aircraft’s final range days,” the title and the caption explicitly mentioned it “was the final A-10 Range Day.”

The Range Days are a traditional U.S. Air Force event held almost every other month at the Barry M. Goldwater Range by the 355th Wing. These events see the A-10C execute a live-fire demonstration of its combat mission, enthralling both public, Airmen, serving members and their families alike. 

A U.S. Airman photographs two A-10C Thunderbolt II aircraft as they release flares on Jun. 25, 2026 at the Barry M. Goldwater range. | Source: U.S. Air Force photo by Airman Najzee Kuzu Imminent retirement

The A-10C, better known as Warthog, was earmarked for retirement by the end of 2026, however it will now remain in service at least until the 2030s. The U.S. Congress is in fact resisting attempts to fully retire the attack aircraft without a replacement.

The jets have seen considerable action against Iran during Operation Epic Fury, carrying a new refueling probe on the nose and electronic warfare pods, and returning with kill markings depicting bombs and Iranian naval vessels. The run up to the type’s eventual sundown has also seen the Air Force deactivate other associated units and activities.

This includes the shuttering of the 40th Test Flight Test Squadron’s Detachment 1 in December 2025, a geographically separate unit at Davis-Monthan AFB that executed A-10 developmental test operations. On Apr. 3, 2026, the U.S. Air Force also ended the training of the A-10C when the 357th Fighter Squadron graduated the last batch of student pilots at Davis-Monthan AFB. 

Final Range Day

Describing the final Range Day as “powerful and precise,” the service said this was “a living, breathing demonstration of everything the A-10 mission represented; discipline, dedication and an unwavering commitment to those on the ground watching.”

Among the spectators was also retired U.S. Air Force Lt. Gen. Glen “Wally” Moorhead, who has witnessed the A-10 over 38 years of service. Moorhead delivered the first A-10 to Davis-Monthan nearly five decades ago, and was also one of the first pilots of the A-10C variant.

U.S. Air Force Col. Jose Cabrera, 355th Wing Commander, watches an A-10C Thunderbolt II perform. | Source: U.S. Air Force photo by Airman Najzee Kuzu

“The culture of attack is a special culture inside the United States Air Force,” reflected Moorhead. “The people flying the airplanes, the people working on them, loading them, making them work, that culture of mission is just strong, it’s extremely strong. And it’s always been a pride of mine.”

Tucson natives meanwhile have come to view the Range Days as more than just aerobatic and live-fire demonstrations. “The growl of the gatling gun, and the sight of a warthog in the clouds above have become a message from the base to the city that supports it; a message that says, without words, that the people inside that fence are mission ready constantly,” said the release.

Retired Air Force Col. Bill Pitts, who flew the A-10 for more than 14 years in his 26-year career, reflected on the community ties the event: “The attitude, the atmosphere around the A-10 is special. The pilots grow to love each other, and the attack community is a unique bunch.”

A U.S. Air Force A-10C Thunderbolt II aircraft assigned to the 357th Fighter Generation Squadron demonstrates live fire at the Barry M. Goldwater Range near Gila Bend, Arizona, June 11, 2026. | Source: U.S. Air Force photo by Senior Airman Christopher Ornelas Jr. Other recent Range Days

The recent Range Days before the final one at Gila Bend were held from the beginning of the year on Mar. 27, 2026, May 1, May 28 and Jun. 11. Hosted by the 357th Fighter Generation Squadron (357th FGS), Range Days are attended by Airmen, civic leaders, Civil Air Patrol cadets and Junior Reserve Officers’ Training Corps Cadets where they witness the “installation’s rescue and attack mission.”

A-10 Warthog strafing run! I think it was about 107°F up there on the range tower.

I had to keep my phone and camera in the shade between passes so that it wouldn’t overheat and not be able to record! pic.twitter.com/TbJOgVJr1w

— Andrew Kelly (@andrewkphotos) June 30, 2026

Attending Airmen “recognized as top performers had the opportunity to participate in an A-10 range day to see the mission their work supports.” As for the A-10, one image caption said the range day “demonstrated the aircraft’s speed and maneuverability while supporting pilot proficiency in dynamic training environments.”

Eleven 48th Fighter Wing Strike Eagles have returned home from the Iran air war sporting interesting nose art and bomb markings.

On Jul. 1, 2026, eleven F-15E Strike Eagles belonging to the 48th Fighter Wing returned home from their latest combat tour in the Middle East. Although some aircraft carried 494th FS markings, according to our sources all the aircrews were from the 492nd Fighter Squadron “Madhatters” (or “Bolars” from the squadron’s callsign). It is not unusual for the two squadrons of the 48th Fighter Wing to pool aircraft and borrow jets from one another when some airframes are unavailable. 

The jets made their way back to RAF Lakenheath from Jordan, where they had been deployed to support Operation Epic Fury, with a stopover at Sigonella Air Base in Italy.

Flying as TREND 11-15 and TREND 21-26, the first eight jets landed before sunset. Despite the poor lighting conditions, our contributor Stewart Jack was there and took some interesting photographs of the F-15Es. The shots reveal nicknames and nose art applied to the jets, as has become a tradition for deployments to the CENTCOM AOR (area of responsibility). In this case, the nicknames appear to follow a monster/cryptid theme, mixing mythological creatures and horror figures.

Overall, the first eight Strike Eagles were nicknamed Nessie, Kraken, Yeti, Chupacabra, Cthulhu, Cerberus, Sirenhead and El Jefe. The final three F-15Es landed at around 21:45 LT, when it was much darker, and for the moment we have been unable to determine their nicknames.

More in details the aircraft arrived in the following order:

00-3001 “Nessie”
91-0329 “Kraken”
97-0221 “Yeti”
01-2001 “Chupacabra”
91-0331 “Cthulhu”
91-0309 “Cerberus”
96-0205 “Sirenhead”
91-0324 “El Jefe”

91-0329 “Kraken” (All images, credit: Stewart Jack) | Source: Stewart Jack 97-0221 “Yeti” | Source: Stewart Jack 01-2001 “Chupacabra” | Source: Stewart Jack 91-0331 “Cthulhu” | Source: Stewart Jack 96-0205 “Sirenhead” | Source: Stewart Jack

All the aircraft sport a significant number of JDAM (Joint Direct Attack Munition) markings, with two of them, “Cerberus” and “El Jefe,” also painted with what appear to be AGM-158 JASSM (Joint Air-to-Surface Standoff Missile) silhouettes. Noteworthy, the first eight aircraft don’t seem to sport any APKWS II markings.

91-0309 “Cerberus” | Source: Stewart Jack 91-0324 “El Jefe” | Source: Stewart Jack

Nose art and nicknames on Strike Eagles deployed to the Middle East first appeared on the 18 F-15E Strike Eagle jets belonging to the 391st Expeditionary Fighter Squadron returning to Mountain Home AFB from OIR (Operation Inherent Resolve) in April 2019. Since then, it has become a standard for all the F-15E squadrons deployed to the CENTCOM AOR.

A big thank you to our contributor Stewart Jack Photography for sending us his photos!

An exclusive look inside the Italian Air Force’s Typhoon Operational Conversion Unit, where pilots are trained through advanced simulation, live flying and progressive tactical training.

Grosseto Air Base has been the home of the Italian Air Force’s 4th Wing for more than 60 years, serving as one of the service’s most prestigious and operationally demanding fighter units. From this strategic base, located about 94 miles (151 km) to the northwest of Rome, the Italian Eurofighter Typhoons maintain round-the-clock Quick Reaction Alert (QRA) duties, ensuring the round-the-clock protection of both Italian and NATO airspace.

The base is also home to the 20th Squadron – Operational Conversion Unit (20° Gruppo OCU), where pilots complete the final phase of their training before joining frontline Eurofighter Typhoon squadrons. Equipped with advanced simulators and cutting-edge training technologies, the unit plays a fundamental role in preparing aircrews for the complex operational environment they will encounter.

We had the opportunity to visit both the 4th Wing and the 20th OCU, gaining first-hand insight into their daily activities and talk with instructors, pilots and support personnel. Our visit revealed how the M-346 Master (T-346 according to the ItAF designation) has fundamentally transformed the Italian Air Force’s fighter training system: rather than simply introducing a new advanced trainer, the aircraft has reshaped the entire training pipeline, allowing many tactical and operational skills to be acquired earlier in a pilot’s career.

The “twin-stick” Eurofighter during taxi before a training sortie at Grosseto Air Base. | Source: Nicolò Teta

During our discussions with instructors and trainee pilots of the 20th OCU, we explored how this evolution has streamlined the transition to the Eurofighter Typhoon (F-2000A in accordance to Italy’s MoD Mission Design Series). By integrating advanced simulation, embedded training systems and a more progressive syllabus, today’s conversion course enables pilots to arrive on the frontline better prepared, making the transition to one of Europe’s most capable multirole fighters more effective than ever before.

Before the M-346: A Leap into the Unknown

Before the introduction of the M-346, pilots arrived at the 20th Squadron after completing advanced training on the MB-339CD or through international NATO programs such as the Euro NATO Joint Jet Pilot Training (ENJJPT).

An MB-339CD of the Italian Air Force, currently used for Phase III training by the 213th Squadron at Lecce Air Base. | Source: Italian Air Force

The greatest challenge was entering the world of modern combat systems. Radar operations, sensor management, tactical data fusion, and the interpretation of multifunction displays were entirely new concepts that had to be learned directly during operational conversion on the Eurofighter.

“Once pilots had mastered takeoffs and landings, the real challenge was learning to operate systems they had never encountered before,” explained an instructor.

As a result, numerous sorties were dedicated solely to learning procedures and familiarizing students with the aircraft’s onboard sensors, inevitably slowing progression toward more advanced tactical employment.

The LIFT Revolution

The introduction of the M-346 and the Leading to Fighter Training (LIFT) concept has allowed the Italian Air Force to completely redesign its fighter training pipeline. Thanks to the aircraft’s capabilities and the seamless integration of advanced simulation with live flying, students now experience training events during their course at the 212th Squadron of the 61st Wing at Decimomannu Air Base that were once reserved exclusively for Eurofighter operational conversion.

An M-346A during a performance climb. | Source: Nicolò Teta

Radar intercepts, Beyond Visual Range (BVR) engagements, air-to-air combat, sensor management, simulated weapons employment, and tactical mission execution are now mastered well before pilots arrive at the OCU. The result has been a substantial shift of the training workload to earlier phases of pilot development.

“Today’s students arrive with a much stronger foundation than in the past,” the instructor explained. “This allows us to devote more time to advanced operational skills and the multirole capabilities that define today’s Typhoon.”

From Flight School to the Eurofighter: A Progressive Learning Curve

From the students’ perspective, arriving at the 20th Squadron is no longer the dramatic leap it once was. By the time they begin OCU training, pilots already possess years of experience, hundreds of flight hours, and a solid aviation culture developed throughout their training career.

An Italian Air Force Eurofighter Typhoon begins its take-off roll at Grosseto Air Base. | Source: Nicolò Teta

“The impact is certainly significant, but it’s no longer a leap into the unknown,” one trainee told us. “The fundamentals of airmanship and mission management have already been built over the previous years.”

The Eurofighter introduces higher levels of performance, more sophisticated systems, and greater responsibility, but many of the underlying concepts have already been assimilated during training on the M-346.

The Eurofighter Typhoon: From Air Superiority to Swing Role Operations

Originally conceived as an air superiority fighter designed to defend national airspace, the Eurofighter Typhoon has progressively evolved into a swing role platform capable of switching between air-to-air and air-to-ground missions within the same sortie.

Two Eurofighter Typhoon aircraft from the Italian Air Force’s 4th Wing performing a high-performance manoeuvre with reheat selected. | Source: Leonardo

Powered by two Eurojet EJ200 afterburning engines, it can reach Mach 2 and sustain supersonic flight without afterburner in supercruise conditions. Its delta wing with canard foreplanes, combined with a fully digital fly-by-wire control system, provides exceptional agility and high-performance handling across the entire flight envelope.

With a length of 15.96 metres, a wingspan of 10.95 metres and a maximum take-off weight of 23,500 kilograms, the aircraft carries its weapon load on thirteen hardpoints, in addition to a 27 mm Mauser BK-27 internal cannon. Continuous upgrades in software, sensors and precision weapons have transformed the Typhoon into a true multirole combat system, capable of conducting air policing, strike missions and tactical reconnaissance with high effectiveness.

The twin-seat “Twin Stick” variant complements the operational fleet, playing a key role in training and conversion while retaining the majority of combat capabilities of the single-seat version.

Ground School: Building the Foundation

The course begins with an intensive Ground School phase. Days are filled with classroom instruction, individual study, and in-depth analysis of the aircraft’s technical documentation. Students spend countless hours learning the aircraft’s systems, procedures, and operational philosophy.

The entrance hall of the 20th Operational Conversion Unit, where the squadron’s heritage, from the iconic F-104 Starfighter to the Eurofighter Typhoon, is proudly preserved. | Source: Nicolò Cerantonio

Throughout the academics, trainees are also supported by Leonardo’s instructor pilots and training personnel, who contribute to the Italian Air Force’s Eurofighter pilot programme. Working alongside the military instructional staff, they provide operational expertise and continuous guidance at every stage of the academic phase.

During this phase, instructors assess far more than technical knowledge. Professional attitude, discipline, commitment, motivation, and the ability to apply knowledge are considered just as important as technical competence.

According to the instructors, attitude is often every bit as important as technical ability.

The Gentex ACS (Aircrew Combat System) helmet with the iconic 20th Squadron helmet cover. | Source: Italian Air Force Simulation and Live Flying: An Essential Partnership

One of the cornerstones of modern fighter training is the simulator. Before ever flying the Eurofighter, students spend many hours in the Aircrew Synthetic Training Aids (ASTA) building at Grosseto Air Base, an integrated simulation environment that supports the Italian Air Force’s Eurofighter training programme.

The ASTA facility is co-located within the same building that also houses the 20th Operational Conversion Unit, ensuring full integration between simulator-based training and the operational conversion syllabus. The system employs three complementary simulator categories: the Cockpit Trainer (CT), the Full Mission Simulator (FMS), and the Enhanced Aircrew Cockpit Procedures Trainer (EACPT), each designed to progressively develop procedural knowledge, systems management, tactical awareness, and mission execution.

The importance of simulation within the training environment is also reflected in the motto displayed on the ASTA building at Grosseto Air Base: “Simulatione siderum tenus”, inspired by the traditional Air Force motto “Virtute siderum tenus”. The phrase encapsulates the role of simulation as a bridge between classroom learning and real-world operational readiness.

By the time they step into the real aircraft, the cockpit environment, procedures, and aircraft systems already feel familiar. However, even the most advanced simulator cannot fully reproduce every variable encountered in the real world.

Technical malfunctions, civilian air traffic, changing weather conditions, and the complexity of the operational environment demand decision-making skills that extend beyond simply following procedures. It is during this phase that a pilot’s professional maturity truly begins to emerge.

From Conventional Controls to Fly-by-Wire

Another major evolution in training concerns digital flight control systems. The M-346 introduces students to fly-by-wire logic and Flight Control Computer management long before they transition to the Eurofighter.

“Students now arrive with a level of sensitivity that previous generations had to develop directly on the Typhoon,” said an instructor.

The advanced trainer’s performance also exposes students to high G-loads, rapid acceleration, and flight dynamics that closely resemble those of a modern frontline fighter.

Inside the cockpit of a Eurofighter Typhoon during a training sortie, showing the pilot’s in-flight working environment. (Image credit: Italian Air Force) | Source: Italian Air Force The Real Radar Remains One of the Greatest Challenges

Despite remarkable advances in simulation, transitioning from a simulated radar to the real system remains one of the most demanding aspects of operational conversion.

Synthetic scenarios are carefully controlled and predictable. In the real operational environment, pilots must deal with a much larger volume of information and with phenomena that cannot be perfectly replicated.

Correctly interpreting radar returns, identifying contacts, and maintaining high levels of situational awareness remain among the most challenging elements of fighter conversion training.

[Read also: First hand account: Flying the Eurofighter Typhoon in the Aggressor role during supersonic air combat training]

From Instruction to Independence

As training progresses, the instructors’ role gradually evolves. Initially, they guide students step by step through every procedure.

Later, the emphasis shifts toward developing independent decision-making. Rather than simply evaluating whether a decision was correct, instructors seek to understand the student’s reasoning process, even when the outcome is less than perfect.

The objective is not to produce pilots who merely execute procedures, but professionals capable of analysing complex situations, accepting responsibility, and making sound decisions under pressure. Throughout this journey, the instructor-student relationship gradually develops into one of genuine professional mentorship.

A Eurofighter Typhoon executing a “gate climb” in QRA configuration. | Source: Nicolò Teta The Emotion of the First Solo Flight

One of the defining moments of the entire training program is the first solo flight. After weeks of flying alongside instructors, students suddenly find themselves alone in the cockpit.

The initial tension is inevitable, but it quickly gives way to confidence. Everything that has been studied, rehearsed, and practiced in the simulator begins to feel natural.

Pilots gradually develop trust in their own abilities and build the confidence required for operational independence. For many, it becomes one of the most memorable and rewarding moments of their entire career.

Close Air Support and Joint Operations

Among the most significant additions to the modern syllabus is Close Air Support (CAS) training. These missions are conducted in close cooperation with Joint Terminal Attack Controllers (JTACs) from both the Italian Army and the Italian Air Force.

A Joint Terminal Attack Controller (JTAC) coordinates a Close Air Support (CAS) mission, likely transmitting a Nine-Line brief to the supporting aircraft. | Source: Italian Air Force

This allows future fighter pilots to better understand the needs of ground forces while developing a broader perspective of the modern battlefield. “It’s essential to understand what the personnel on the ground see, while also helping them understand how we interpret the situation from the air,” said an instructor.

This approach strengthens interoperability among the different services and enhances overall operational effectiveness.

Learning from Mistakes

Not every challenge encountered during training is technical. Many young fighter pilots are highly self-critical after a mission that falls short of perfection.

For this reason, learning how to deal constructively with mistakes forms an essential part of the training process. Mission debriefings analyse every detail of the sortie, allowing students to understand what happened and identify opportunities for improvement.

“The ability to move forward after making a mistake is one of the most important qualities a military pilot can develop,” said an instructor. It is a lesson that proves invaluable not only in flight, but throughout an entire professional career.

The Fulfilment of a Dream

The ultimate goal of the course is achieving Limited Combat Readiness (LCR) qualification before joining an operational squadron. For every student, this represents the culmination of a journey that began many years earlier—a path built on study, sacrifice, determination, and continuous professional growth.

A Eurofighter Typhoon prepares for a training sortie at Grosseto Air Base, with the iconic hangar of the Italian Air Force 4th Wing (4° Stormo Caccia) visible behind. | Source: Nicolò Teta

Looking back, many recognize that the course has transformed them not only as aviators but also as individuals. The Eurofighter represents the pinnacle of their training, yet it also marks the beginning of a new chapter.

Because becoming a fighter pilot is about far more than learning to fly a high-performance aircraft. It means joining a professional community entrusted every day with safeguarding national airspace through competence, responsibility, and a deep sense of service.

In an era where technology continues to evolve at an extraordinary pace, one element remains unchanged: the value of people. It is through the combination of innovation, the experience of instructors, and the determination of students that the next generation of Italian Air Force fighter pilots is being forged.

The RQ-4Bs operated by the 4th Reconnaissance Squadron permanently relocated to Yokota AB, where they already deployed every year during the typhoon season.

The U.S. Air Force permanently relocated its RQ-4B Global Hawks from Andersen Air Force Base (AFB), Guam, to Yokota Air Base, Japan, the 374th Airlift Wing announced on Jun. 15, 2026. The aircraft are operated by the 4th Reconnaissance Squadron (4th RS), a geographically separated unit of the 319th Reconnaissance Wing (319th RW).

The aircraft moved there to Japan between May 25 and 27, based on the images released on the DVIDS network. The unit routinely conducted a summer move to Yokota to find more favorable weather during typhoon season, however this time it was decided to make the move permanent to offer a persistent in-theater Intelligence, Surveillance and Reconnaissance (ISR) support to U.S. and Allied forces in the region.

The 374th AW is the host unit at Yokota AB, which operates C-130J Super Hercules with the 36th Airlift Squadron and C-12J Huron with the 419th Airlift Squadron. The already oversees unmanned aircraft with the MQ-9 Reapers of the 319th Expeditionary Reconnaissance Squadron based at Kadena AB.

As mentioned earlier, the three RQ-4B Block 40 Global Hawks of the 4th RS are a well known presence at Yokota AB because of their summer deployments. The unit has also been conducting Agile Combat Employment (ACE) deployments to various locations throughout Japan, mentions the 4th RS official page.

U.S. Pacific Air Forces has permanently relocated the 4th Reconnaissance Squadron’s RQ-4 Global Hawks from Guam to Yokota Air Base. The move improves weather resiliency during typhoon season & enhances intelligence, surveillance & reconnaissance support across the Indo-Pacific. pic.twitter.com/OCZpVf0q5O

— Yokota Air Base (@TeamYokota) June 16, 2026

The latest press mentions that the relocation is timed with favorable weather in Japan’s Kanto region during the typhoon season, which affects Guam harder. Compared to Yokota, Andersen is further east into the western Pacific.

“This ensures persistent reconnaissance in a region where challenges to a free and open Indo-Pacific continue to increase,” the statement said, referring to the strategic confrontations with China. PLA Navy and PLA Air Force activity have largely concentrated in the First Island Chain right outside its shores around Japan, Taiwan, Vietnam and the Philippines with whom Beijing has several conflicting maritime claims.

RQ-4Bs in the Pacific

The statement outlined the Global Hawk’s mission to support the broad range of ISR collection missions for American, friendly militaries and joint forces in “worldwide peacetime, contingency, and crisis operations.” Commander of the 4th RS Lt. Col. Adam Otten praised Yokota’s facilities for both the deployment and their families.

“Yokota Air Base is the right location to support current and future RQ-4 operations in the theater, while upholding the quality of life of our Airmen and families,” Otten said. He also thanked Guam and the Andersen AFB community for hosting the Global Hawk in the past sixteen years. “We are excited to be here, and we are confident that the unit will thrive alongside Team Yokota,” Otten added.

The release described the Global Hawk as a high-altitude, long-endurance (HALE)-class Remotely Piloted aerial reconnaissance system that provides “persistent, day and night, high resolution, all weather imagery of large geographic areas with an array of integrated sensors and cameras.”

An RQ-4B Global Hawk takes off on Andersen Air Force Base, Guam, Sep. 17, 2024. | Source: U.S. Air Force photo by Airmen 1st Class Manasseh Demissie

The aircraft can fly at an altitude of 60,000 feet for at least 24 hours and has Synthetic Aperture Radar (SAR) and Ground-Moving Target Indicator (GMTI) sensors to be used as an Intelligence, surveillance, target acquisition, and reconnaissance (ISTAR) platform. This is further enhanced by a satellite-enabled Beyond Line of Sight (BLOS) control link. 

The 4th RS’s RQ-4Bs are controlled by the 319th Operations Group, home-based at Grand Forks AFB, North Dakota. The aircraft are launched and recovered by personnel at the deployed location, with mission control at Grand Forks taking over subsequently, the 319th OG had explained in a September 2024 release about RQ-4B operations from Andersen AFB.

The U.S. is not the only operator of the drone in the region, as the service also announced on Mar. 12, 2022, the first arrival of an RQ-4B at Japan’s Misawa Air Base, which was one of the three RQ-4B Block 30 acquired by the Japan Air Self-Defense Force (JASDF). “The addition of this aircraft to the Japan Air Self-Defense Force’s inventory directly supports the defense of Japan and peace and stability in the Indo-Pacific region,” said the service.

#KeenSword25 | Misawa Elephant Walk
Four USAF F-16 Fighting Falcons, four JASDF F-35A Lightning II Joint Strike Fighters, four JASDF F-2s, a JASDF E-2D Hawkeye, a JASDF RQ-4B Global Hawk, a U.S. Navy C-12 Huron, & a U.S. Navy P-8 Poseidon performed an Elephant Walk at Misawa AB. pic.twitter.com/CfANXoEb3G

— U.S. Forces Japan (@USForcesJapan) November 4, 2024

INDOPACOM becomes PACOM again

Interestingly, the development comes as the Department of War announced the restoration of the Indo-Pacific Command (INDOPACOM) theater command’s original designation, the Pacific Command (PACOM). President Donald Trump’s first administration introduced the INDOPACOM designation in 2018, capturing India’s partnership in the overall confrontation with China and encompassing the Indian Ocean Region (IOR).

While the RQ-4B’s move to Yokota might just be coincidental, the reversal to the original designation is perceived as being influenced by the developments in the West Asia conflict. India’s subdued yet official protests over the death of its three merchant mariners aboard the MV Settebello in a U.S. strike marks a sudden tension in ties.

Department of War Restores U.S. Pacific Command Designation.

CAMP H.M. SMITH, Hawaii — The Department of War announced today that the U.S. Indo-Pacific Command (USINDOPACOM) will officially restore its name to the U.S. Pacific Command (USPACOM).

Originally established on… pic.twitter.com/ZL0EL3q6Ph

— U.S. Pacific Command (@USPACOM) June 16, 2026

The PACOM however mentioned India as one of the regions within its Area of Responsibility (AoR). “USPACOM’s vast area of responsibility – spanning from the waters off the West Coast of the United States to the western border of India – remains exactly the same. The command’s fundamental mission and its unwavering commitment to maintaining a free and open theater alongside regional allies and partners are unchanged,” said the Command said on X.

Days after the high profile resignations from the Ministry of Defence’s political leadership, the professional head of the UK’s armed forces, Sir Rich Knighton, has said that without more funding the UK will need to ‘dial back’ both its military exercises and frontline operational activities.

The Royal Air Force Air Chief Marshal, who has served as Chief of the Defence Staff since September 2025, told the House of Lords International Relations and Defence Committee on Jun. 16, 2026, that the UK would need to “dial back our activities; our exercise, operational activity, if the level of resource funding that is available to us does not increase”. 

“If you look back at the position 20 years ago, the split between resource spending and capital spending was about 80/20. Today it is about 60/40 – 60% on activity and resources, and 40% on capital. On the current projection, by the time we get to 2030 it will be 50/50.”

Rich Knighton, CDS freely saying to a House of Lord Committee that the DIP settlement that @JohnHealey_MP resigned over does not provide enough RDEL budget (day-to-day running expenses) for defence – operations and training will have to be cut.

If this is imposed, a resignation… pic.twitter.com/PJpbHeoHQ4

— Navy Lookout (@NavyLookout) June 16, 2026

Knighton here refers to what is known as the Ministry of Defence (MoD) RDEL (Resource Departmental Expenditure Limit) budget, which covers the day to day expenses of running the armed forces. Boosts to the MoD’s budget for capital expenditures, which cover the development and procurement of new equipment, have far outweighed any uplift of the RDEL budget.

This mismatch has partially resulted from several major, costly procurement programs currently ongoing – the Dreadnought class of ballistic missile submarines, the Global Combat Air Programme (GCAP) sixth generation fighter, the Type 26 frigates, and the problematic Ajax armored vehicle program to name just a few. These expensive programs have required large injections of funding into the MoD’s non-RDEL budget.

Why is the RDEL budget is critical for UK Defence?

The UK’s Ministry of Defence operates under two key funding streams: Resource DEL (RDEL) for day-to-day running costs — personnel pay, training, equipment support, operations, and maintenance — and Capital DEL (CDEL) for new… https://t.co/KOHoH9khlp

— Scotty (@scottyeders) June 17, 2026

Meanwhile, though, the RDEL costs themselves are facing major increases. Fuel costs have surged dramatically, while the MoD is simultaneously tasked to stretch itself wider than it has been at any time since the Cold War. A pivot back to Europe and the North Atlantic envisioned post-Afghanistan has been left in tatters following continual unrest in the Middle East, which has required the deployment of additional UK forces to protect national interests and support regional partners. 

Ministerial Resignations

An unavoidable backdrop to Knighton’s comments, the MoD itself has undergone a rapid, unplanned change with the departure of John Healey from the role of Secretary of State for Defence. Healey had held this role since the current government took office in 2024, having served in the shadow counterpart of the role in opposition since April 2020. 

Joining Healey was the now former Under-Secretary of State for the Armed Forces Al Carns, who, until being elected to Parliament in 2024, previously served in the Royal Marines and attained the rank of Colonel. Though it has not been officially confirmed, it is an open secret in British political circles that Carns served as a senior officer in the elite Special Boat Service (SBS) and saw action in every major conflict the UK has been involved in for the last quarter of a century. 

Al Carns (centre left), talking with Commander ARRC, Lieutenant General Mike Elviss (centre right). | Source: Crown Copyright 2026

Healey’s bombshell resignation took aim at the heart of the Government he had loyally defended, accusing it and the Prime Minister of failing to “to commit the resources that the nation needs to defend the country at this time of rising threats”. Insiders have said that his resignation came as a shock to the entire cabinet, and one that worsens Keir Starmer’s position amid the still open threat of leadership challenges. 

One of his main critiques revolves around the still-unpublished Defence Investment Plan (DIP), which was promised to follow last year’s Strategic Defence Review. Major procurement decisions have been delayed until the DIP is finalised, which has put immense strain on businesses waiting to be awarded significant defence contracts. In one noteworthy case, Aeralis, a firm that hoped to produce an all-British modular jet trainer, collapsed into administration.

Carns added fuel to the fire, claiming that even as a defence minister he had not been included in DIP discussions until two weeks before his resignation. He has since labelled it “not fit for purpose”. 

“I haven’t been included in the defence investment plan from the start. I only got read into it two weeks ago.”

Al Carns shares what “ruffled [his] feathers” enough to prompt him to resign as armed forces minister and says that in the event of a leadership race, “if someone… pic.twitter.com/0gQDNYKpfO

— Times Radio (@TimesRadio) June 13, 2026

Speaking to The Guardian, Carns lambasted what he saw as excessive waste and bureaucracy within the ministry. “It is unbelievable. You turn a stone over and get another shock – how has that been allowed to go on? And you turn another stone over, and it is just layers of bureaucracy which now cost us more than the product you’re getting itself. I can’t describe the level of inefficiency in the system that we’ve been left with and we’re trying to unpeel. But it’s actually exceptionally difficult to do.”

The new Secretary of State for Defence is Dan Jarvis, who came to the role from the Home Office where he served as Minister of State for Security. Jarvis, like Carns, is a decorated military veteran. Serving in the British Army, he attained the rank of Major before leaving the forces in 2011 after 14 years.

The new Secretary of State for Defence, Dan Jarvis MBE MP. | Source: Crown Copyright 2026

Jarvis notably served as staff officer to General Sir Mike Jackson in Kosovo when Jackson refused an order from Supreme Allied Commander Europe (SACEUR) General Wesley Clark (U.S. Army) to continue with a plan to seize Pristina International Airport despite it then being under the control of Russian forces. Best-selling singer James Blunt was also present for this affair, serving under Jackson as a Captain. 

EXC: Dan Jarvis faces having to make “very significant cuts” inside the MoD if he cannot get more money.
– Options on the table last week included reducing investment in drones and artificial intelligence, cutting reserve days, and cutting exercises
– the £13.5 bn offer included…

— Larisa Brown (@larisamlbrown) June 16, 2026

Stuck between a rock and a hard place, the new secretary is said to be re-evaluating the DIP, now reportedly delayed until (at least) July. The loss of Healey and Carns is thought to have potentially swayed opinions within cabinet to back spending increases, which means Jarvis may have a smoother road. The fear of losing another defence secretary should they face a similar stumbling block will also force the hand of Starmer and the Treasury, headed by Chancellor Rachel Reeves. 

The U.S. Air Force has awarded contracts for both the production of CCAs and the mission autonomy software as part of the program’s Increment 1.

The U.S. Air Force awarded several contracts for the Collaborative Combat Aircraft program, including production contracts for the Increment 1 aircraft as well as mission autonomy software. The move represents a further step forward in the service’s effort to rapidly field these advanced combat capabilities which would support crewed aircraft during missions.

The award of these contracts is also a part of the new acquisition transformation principles, which aim to decouple hardware from software. The service explained that treating mission autonomy as “software sold separately” allows to field “state-of-the-art physical platforms alongside agile, easily updatable software, effectively breaking traditional procurement molds.”

“Collaborative Combat Aircraft change how we project power and generate mass in highly contested environments,” said Air Force Chief of Staff Gen. Ken Wilsbach. “Delivering this capability to our warfighters faster ensures our forces maintain the tactical edge required to deter and, if necessary, defeat any adversary.”

The service further explained that CCA represent the next critical evolution of airpower, and are designed to seamlessly integrate with crewed fighters to extend reach, awareness and survivability in contested environments.

YFQ-42 aircraft sit on the flightline at a California test location as part of the Air Force’s Collaborative Combat Aircraft flight test campaign. | Source: Courtesy photo Hardware

For the hardware-side of the program, the Air Force awarded engineering and manufacturing development and production contracts to both General Atomics Aeronautical Systems (GA-ASI) and Anduril for their FQ-42 and FQ-44, respectively. The service explained that the award arrived months ahead of scheduled because the two uncrewed assets already met rigorous mission requirements and are ready for full-scale manufacturing.

Notably, the two designs are now dropping the ‘Y’ designation which indicated prototypes, while maintaining the designation of UAVs (as denoted by the ‘Q’ vehicle type code) with the intended role as a fighter (indicated by the ‘F’ basic mission).

“By moving fast from competitive selection into full-scale manufacturing, we position ourselves to field highly credible and combat-ready semi-autonomous systems to stay ahead of the pacing challenge,” said Secretary of the Air Force Troy Meink. “These contracts reaffirm our confidence in the strategic path forward for the program to procure over 150 combat capable CCA by the end of the decade.”

The service intends to field approximately 1,000 combat-capable CCA throughout multiple Increments. Work is already ongoing for the Increment 2, which will build on the lessons from Increment 1.

A YFQ-44A takes off from the runway at Edwards Air Force Base, Calif., during a Collaborative Combat Aircraft exercise. | Source: U.S. Air Force photo by Ariana Ortega

Both GA-ASI and Anduril are noting the speed of the program, which saw the move from prototype award to production in just two years. Anduril further noted that, unlike traditional fighters, CCAs can be built more quickly and with larger scales.

Software

For the software, the Air Force awarded mission autonomy production contracts to a pool of six vendors, including Anduril, General Atomics, Lockheed Martin, Northrop Grumman, RTX Collins Aerospace and Shield AI. Each of them has been awarded a baseline six-year contract which provides the framework for continuous competition and rapid software development.

Additionally, Anduril, RTX Collins Aerospace, and Shield AI, have also received a competitive contract to accelerate the delivery of critical mission autonomy software. The service explained this will fund the first of two six-month competitive phases designed to speed the fielding of operational software to the warfighter.

Following this six-month period, the Air Force will evaluate the vendors’ progress and execute a second competitive award period, leading to the selection of a primary mission autonomy provider for CCA Increment 1 by summer 2027.

The second YFQ-42 in flight. | Source: GA-ASI

“Mission autonomy is the cornerstone of the CCA concept, and leveraging a competitive, multi-vendor environment ensures we capture the latest technology,” Meink said. “This approach guarantees our Airmen are equipped with state-of-the-art capabilities today but keeps the door open for the breakthroughs necessary to maintain air superiority.”

The service is also adopting a licensing approach which would allow to award licenses to any of the six vendors at any point over the next six years, procuring the best-performing and most affordable solutions as technology evolves. The Autonomy Government Reference Architecture (A-GRA) will be critical for this approach, ensuring that mission autonomy software from any vendor can be easily integrated, quickly updated, and ported across different physical aircraft platforms.

Collaborative Combat Aircraft

The development of the autonomous systems has advanced more rapidly than expected, leading some to suggest that NGAD’s crewed fighter might not be as essential as initially planned. The combination of CCAs with manned platforms like the F-35 and F-15EX could provide a more affordable and flexible solution to achieving air superiority.

The rise of CCAs reflects the Air Force’s shifting priorities, where a system-of-systems approach may take precedence over a singular focus on a high-cost manned fighter. The combination of manned and unmanned systems also allows for greater flexibility and the potential to deploy assets in more distributed and resilient ways.

The YFQ-44A in flight. | Source: Anduril

The Air Force is rapidly advancing the development of CCAs, with plans to begin deploying over 150 units in the next five years. These autonomous systems could take on a range of missions, from surveillance to direct combat, working as force multipliers in collaboration with manned platforms and taking on high-risk missions traditionally performed by manned fighters.

Unlike legacy fighters, CCAs feature modular designs, enabling rapid upgrades and streamlined maintenance. The modular design and open architecture, the latter becoming a staple in the design of modern military aircraft, allows to introduce new capabilities as they become available, allowing in turn to always field the latest technologies to keep an edge over rapidly evolving battlefields.

In early 2024, Anduril Industries and General Atomics were awarded contracts to design and test production-ready CCAs, marking a pivotal step in the program. Both companies are developing these unmanned aircraft to support both the upcoming NGAD fighters, as well as current F-35s and other manned aircraft, by sharing sensor data, executing coordinated maneuvers, and potentially carrying out combat roles.

In early 2025, the U.S. Air Force’s then Chief of Staff, General David Allvin, announced the official designation of the first two CCAs. The two aircraft by General Atomics and Anduril have been named YFQ-42A and YFQ-44A, respectively, marking the first use of the ‘Unmanned Fighter’ designation by the USAF.

The first YFQ-42 in flight. | Source: GA-ASI

“We have two prototypes of Collaborative Combat Aircraft that were on paper less than a couple of years ago,” Allvin said. “For the first time in our history, we have a fighter designation in the YFQ-42 Alpha and the YFQ-44 Alpha – maybe just symbolic, but it’s telling the world that we are leaning into a new chapter of aerial warfare.”

These two aircraft flew for the first time in August 2025 and October 2025, respectively. Since then, they have been involved in a series of tests to demonstrate the required capabilities, working in close partnership with the service.

The Air Force is planning to field a diverse fleet of over 1,000 CCAs, designed with modular configurations for weaponry, sensor capabilities, and rapid adaptability to mission needs. One notable advancement in 2024 was the first flight of the XQ-67A, a low-cost drone designed by General Atomics under the Off-Board Sensing Station (OBSS) program, which occurred in February 2024.

This platform, along with the earlier XQ-58A Valkyrie, demonstrates a “common chassis” concept—using shared components for various drone models to streamline production and reduce costs. This approach aims to provide a scalable, cost-effective solution for enhancing combat capacity without relying on high-cost crewed jets, which is essential given the Air Force’s budget constraints and strategic emphasis on distributed, resilient forces.

“A competitive Increment 1 production decision is expected in fiscal year 2026,” says the Air Force, “with development for Increment 2 beginning that same year to expand mission applications and integrate emerging technologies.”

The bomb markings on the returning A-10 Thunderbolt II jets hint at the variety of weapons the Warthogs used against Iran, while the kill marks offer clues about some of the targets they hit.

On Jun. 12, 2026, 11 A-10C Thunderbolt II aircraft, belonging to the 75th Fighter Squadron of the 23rd Wing, from Moody Air Force Base, Georgia, arrived at RAF Lakenheath, UK, from Aviano Air Base, Italy, on their way back to the U.S. following their deployment to the CENTCOM AOR (Area Of Responsibility). During the deployment, they took part in Operation Epic Fury and also carried out missions over Iraq and Syria.

The Warthogs (as the A-10s are nicknamed) arrived in the UK split into four cells:

TABOR 11-13:

80-0175/FT “King Dedede”

79-0157/FT “Fox”

78-0649/FT “Reaper”

TABOR 14-16:

78-0613/FT “Diddy Kong”

80-0243/FT “Samus”

78-0583/FT “Sephiroth”

Tabor 21-23

80-0188/FT “Macho Man”

79-0095/FT “Lil Mac”

80-0273/FT “Kirby”

Tabor 24-25

81-0988/FT “Ridley”

78-0586/FT “Doc Holiday”

As per tradition, during their stay at Muwaffaq Salti Air Base in Jordan, the Warthogs received nose art along with bomb markings. For what deals the nicknames, based on the photos taken by our contributor and friend Stewart Jack, most appear to follow a Nintendo/Super Smash Bros. theme we had already identified from photos released by CENTCOM, with references including King Dedede, Fox, Diddy Kong, Samus, Sephiroth, Little Mac, Kirby and Ridley. Macho Man, Reaper” and Doc Holiday seem to be possible outliers from the video-games theme.

King Dedede | Source: Stewart Jack Doc Holliday (All images, credit: Stewart Jack, unless otherwise stated) | Source: Stewart Jack Macho Man | Source: Stewart Jack Lil Mac | Source: Stewart Jack Sephiroth | Source: Stewart Jack Fox | Source: Stewart Jack Reaper | Source: Stewart Jack

One notable missing A-10C is the one nicknamed “Toad” (#78-0614), that was depicted in the official Operation Epic Fury imagery in March. Its fate is currently unknown so we can’t rule out it is the Thunderbolt II aircraft lost during the air war in Iran..

A-10C “Toad” (Image credit: USAF) | Source: U.S. Air Force

The bomb silhouettes offer a glimpse at the wide variety of weapons the A-10s expended in theater. Although some markings are not completely identifiable, overall, the aircraft show what appear to be 2,000-lb GBU-31(V)1/B bombs, mid-sized GBU-38/54 JDAMs (Joint Direct Attack Munitions) or Laser-JDAMs,  AGM-65 Maverick air-to-surface guided missiles, Advanced Precision Kill Weapon System II (APKWS II) guidance kit-equipped Hydra 70 rockets, along with plenty of 30-mm rounds fired by the A-10’s trademark GAU-8 Avenger hydraulically driven seven-barrel Gatling-type gun.

Diddy Kong with several SDBs and MALD markings | Source: Stewart Jack

Interestingly, there are several marking that appear to depict MALDs (Miniature Air Launched Decoys). “MALDs are designed to mimic other aircraft, making them invaluable assets in diverting enemy fire away from pilots,” says Moody AFB website in an article dating back to 2024, when training with MALDs was being incorporated. “When MALDs are fired they deceive defense systems and enemy cruise missiles giving the illusion the decoy is an aircraft. MALDs can mimic the signal of various aircraft such as F-16s, B-52s, and F-35s”

U.S. Air Force Airman 1st Class Kyler Stenke, 74th Fighter Generation Squadron load crew member, tightens bolts to secure a Miniature Air-Launched Decoy onto an A-10C Thunderbolt II at Moody Air Force Base, Georgia, Feb. 14, 2024. (U.S. Air Force photo by Airman 1st Class Sir Wyrick) | Source: U.S. Air Force

But, probably, the most interesting things are the two kills markings of two Iranian vessels sported by “Samus”. In fact, along with the traditional CAS (Close Air Support) role, the A-10s have flown the maritime strike mission in support of Operation Epic Fury.

Samus | Source: Stewart Jack

This is an excerpt of what we wrote in a previous story that you can find here. 

The shift to the maritime domain, whether from Jordan or another forward operating base in the region, makes a lot of sense, considering the type has regularly taken part in U.S. submarine escort and live-fire exercises in recent years. Moreover, the U.S. Air Force had released images of its A-10s deployed to the region escorting U.S. warships in the 5th Fleet Area of Operations last month.

In 2024, we reported about Warthogs practicing overwatch of a U.S. nuclear submarine during one of the most vulnerable phases of its navigation through the Strait of San Juan de Fuca, on the Pacific Northwest coast, between the state of Washington and Vancouver Island, British Columbia, Canada.

Few months later, a formation of six A-10Cs, assigned to Moody Air Force Base, escorted an Ohio-class ballistic missile submarine, the USS Wyoming (SSBN 742).  The aircraft, were also involved in a live fire exercise with their GAU-8 30 mm gun and 70 mm rockets.

Born as a pure Close Air Support and anti-tank platform, the A-10 has rarely been employed in the maritime domain until roughly 15 years ago. In 2011, during Operation Unified Protector, when an A-10 and a P-3C Orion engaged together a patrol boat and several small attack craft in the port of Misrata, Libya.

More recently, following the renewed attention towards these types of asymmetric threats caused by the attacks in the Red Sea or the skirmishes between the Ukrainian USVs (Unmanned Surface Vehicles) and the Russian Navy in the Black Sea, the type has been used to target swarms of boats and strike small vessels in several training scenarios.

In the 2020s, the Warthog took part in multiple Maritime Surface Warfare exercises and conducted unit defense training. One of the exercises saw, in Sept. 2023, two A-10s engage simulated surface threats in the Gulf of Oman with the Arleigh Burke-class guided-missile destroyer USS Stethem.

High Value Targets, like U.S. warships and civilian ships and tankers could be attacked and overwhelmed by coordinated swarms of USVs, challenging the traditional naval defense strategies. The A-10’s maneuverability at low airspeeds and altitude, flexible armament, highly accurate weapons-delivery capabilities, and extended loiter time are all key attributes that make it highly effective at against fast naval targets in the Persian Gulf and beyond.

Another interesting marking is the F-15E tail with the text “So others may live” painted on “Ridley,” that might suggest the aircraft was involved in the recovery operation of DUDE 44, the Strike Eagle shot down over Iran.

Ridley | Source: Stewart Jack

Another marking that might be worth investigating is the one sported by “Kirby”: a pickup truck, possibly a “technical,” with an explosion or mushroom cloud rising from it….

Kirby | Source: Stewart Jack

Boeing determined the T-7A does not meet the U.S. Navy’s Undergraduate Jet Training System requirements and thus decided to not bid for the T-45’s replacement.

In a surprise move, Boeing has decided to not take part in the competition that will select the successor of the T-45 Goshawk. The company said in a short statement on June 12, 2026, that its T-7 Red Hawk does not meet the requirements of Undergraduate Jet Training System (UJTS), leading to the decision.

Here is the full statement:

“Boeing is focused on meeting our commitments, and we bid for programs where we believe we can provide the right solution tailored to our customers’ needs and requirements. After careful evaluation, we have determined the T-7A does not meet the U.S. Navy’s Undergraduate Jet Training System requirements. We have therefore informed the Navy that we will not bid on the current RFP. We remain committed to delivering the T-7A as a modern, growth-oriented training solution for 4th, 5th and 6th generation pilots as requirements evolve. We look forward to providing and sustaining both current and future capabilities for the Navy.”

The company did not disclose which requirements were not met. However, Aviation Week and Breaking Defense reported that, according to a company spokesperson, the T-7’s F404 engine would need long-cycle development to meet UJTS engine qualification requirements, which would hamper Boeing’s ability to quickly reach initial operational capability.

It should be noted that the Navy knows well that engine, as it is the same that powers the F/A-18 Hornet and served as the base for the F414 engine that powers the F/A-18E/F Super Hornet. Boeing is now the second company to leave the UJTS competition.

A T-45C Goshawk training aircraft from Training Squadron (VT) 9 performs a touch-and-go on the flight deck of the Nimitz-class aircraft carrier USS Dwight D. Eisenhower (CVN 69) (IKE). | Source: U.S. Navy photo by Mass Communication Specialist Seaman Apprentice Theodore Morrison

In fact, in March 2026, Lockheed Martin notified the U.S. Navy the decision to not pursue the bid after it determined the TF-50N “would not be the best solution for this program due to the required level of U.S. content and other reasons.” Notably, the TF-50N uses the same F404 engine.

This now leaves only SNC and Beechcraft in the competition. SNC is offering its Freedom trainer with Northrop Grumman and General Atomics, while Beechcraft is offering the M-346 through a partnership of parent company Textron Aviation Defense and Leonardo.

SNC’s proposal is described as a clean-sheet design also able to conduct carrier operations, although it is still on the drawing board. On the other hand, the M-346N is a variant of the M-346 trainer that has been flying operationally since 2015 for over 100,000 flight hours.

The Navy released the long-waited Request for Proposal (RFP) in March 2026. The RFP confirmed once again that the service does not plan for the new trainer jet to land on aircraft carriers or to conduct Field Carrier Landing Practice (FCLP) to touch down.

The T-7A Red Hawk lands for the first time at Joint Base San Antonio-Randolph, Texas, Dec. 5, 2025. | Source: U.S. Air Force photo by Benjamin Faske

Later on, in May 2026, the Navy raised the cost ceiling for the Engineering and Manufacturing Development phase by about $1 billion. The decision was based on feedback received after the release of the RFP, according to statements.

The RFP

The U.S. Navy has released on Mar. 26, 2026, the final Request for Proposals (RFP) for the Undergraduate Jet Training System (UJTS) program, which will replace the aging T-45 Goshawk trainer fielded in 1991. The service is looking to acquire a new aircraft on an “accelerated procured timeline” as it keeps facing problems with the T-45.

The RFP covers the Engineering, Manufacturing, and Development (EMD) phase, as well as the procurement of the first lot of Low-Rate Initial Production (LRIP) aircraft, Ground-Based Training Systems (GBTS) and Interim Contractor Logistic Services (I-CLS). The contract’s award is expected in March 2027.

An estimated fielding schedule attached to the RFP confirms that the service intends to procure 216 aircraft, with the first lot of seven LRIP aircraft to be delivered in 2032. The production would then increase to 12 aircraft in 2023 and 20 in 2034, before a full-rate production of 25 aircraft per year from 2035.

The M-346N on the ground at the Beech Factory Airport in Wichita, Kansas. | Source: Textron Aviation Defense/Greg L. Davis

These aircraft will be divided among three locations, with Naval Air Station (NAS) Meridian, Mississippi, receiving 95 aircraft starting in 2033, NAS Kingsville, Texas, receiving 95 aircraft from 2039, and the remaining 26 aircraft going to NAS Pensacola, Florida, from 2042.

The cost will be also an important part of the selection process. Key parameters in the cost evaluation will consider if the price is reasonable and realistic, said the service.

The new aircraft will notably be used in a much different way compared to the T-45, which has been used to train future naval aviators to land on aircraft carriers. In fact, the Navy said “the UJTS air vehicle will only be required to conduct Field Carrier Landing Practice (FCLP) to wave off.”

As we previously reported, a good portion of the training command’s syllabus is centered around the FCLP, which allows new pilots to train on land bases for the entire approach and landing maneuver as performed on the aircraft carrier, just short of the arrested landing. With the new requirement, future student pilots will only perform the approach phase of the current FCLP, going around once reached the minimums, without touching down on the runway.

The Freedom trainer jet proposed for the U.S. Navy’s UJTS program. | Source: SNC

The Navy says that this decision, which sets a completely different route compared to the T-45 Goshawk and, previously, the T-2 Buckeye, is “due to advancements in operational platform landing modes and in ground-based simulation.” This means the new naval aviators will rely more on automation and perform complete FCLPs only in the flight simulator.

This has sparked controversy, as the service is now planning to move this part of the training to the Field Replacement Squadrons (FRS), where the newly appointed naval aviators transition to their assigned aircraft. That would seem counterproductive as FRSs fly much more expensive aircraft, thus increasing the cost of training.

However, this choice has also reflections on the timeline. In fact, removing the FCLP portion of the training program from UJTS allows a much quicker fielding of the new aircraft, which could now be also an already operational type.

Thus, the new trainer aircraft will not require complex and lengthy structural modifications to be adapted to the new role. Normally, an aircraft that has to trap on the carrier and launch from a catapult, or at least conduct FCLPs, has to be designed from the ground up on that premise because the structural design needs to account for very significant stresses during carrier operations.

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 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.

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 F-15E Strike Eagle from the 48th Fighter Wing, recently painted to commemorate Operation El Dorado Canyon’s 40th anniversary, took off on May. 7, 2026 with a heavy load of inert training rounds.

F-15E Strike Eagle 93-0311’s new camouflage paint scheme was officially unveiled on Apr. 28, 2026 to mark forty years since RAF Lakenheath took part in Operation El Dorado Canyon. The scheme is representative of the one worn by the F-111 Aardvarks employed on the long-range strike mission against Libya, with a special tribute paid to KARMA 52 – the only F-111 lost during the raid, resulting in the deaths of pilot Captain Fernando L. Ribas-Dominicci and weapon systems officer (WSO) Captain Paul F. Lorence.

91-0311 departing RAF Lakenheath on May. 7. | Source: Stewart Jack

Our friend, aviation photographer Stewart Jack, captured these images of 93-0311 as it took off on a training sortie on May. 7, flying under the callsign EAGLE 31. Notably, the jet was seen to be carrying eight inert versions of the GBU-12 Paveway II guided bomb, distinguishable by solid blue casings. 

EAGLE 31 took off from Lakenheath with wingman EAGLE 32 shortly after 08:30 local time (07:30 UTC), and began their sortie by meeting with a KC-135 Stratotanker to take on fuel before heading to the low flying areas of North Wales. After finishing up the low flying segment of their sortie, EAGLE flight headed for the Holbeach Air Weapons Range on the coast north of RAF Lakenheath where the entire payload was dropped. 

This essentially simulates a real world strike mission, with a low-level ingress through the Welsh Valleys before setting up for weapon employment at the range simulating the target. 

91-0311 departing RAF Lakenheath on May. 7. | Source: Stewart Jack

The GBU-12 is one of the most commonly seen variants from the Paveway series, and equips a 500 lb Mark 82 bomb with a nose-mounted laser seeker unit and deployable tail guidance fins. These fins have an ‘on/off’ style of operation – known in the industry as bang-bang guidance – where the control surfaces can only deflect at the maximum amount, with no fine adjustment. The bomb’s guidance system accounts for this by over-correcting for any course adjustments then immediately deflecting in the opposite way to align with the intended trajectory. This method allows for simpler mechanics and electronics, lowering the overall cost for the single-use system. 

Being able to easily carry such a large number of these munitions is one of the F-15E’s biggest strengths. In the images we can see that even with such a load, the jet’s wing hardpoints are still empty and would be available for external fuel tanks and/or air to air weaponry. All of the air to ground munitions are carried on fuselage stations, with the additional mounting points on the aircraft’s conformal fuel tanks (CFT) – fitted on each side of the aircraft, outboard of the air intakes – providing significant extra capacity.

A U.S. Air Force F-15E Strike Eagle conducts a combat air patrol in the U.S. Central Command area of responsibility, May 7, 2025. | Source: U.S. Air Force Photo by Staff Sgt. John C.B. Ennis

On the F-15, these CFTs are also known as ‘FAST Packs’ – Fuel and Sensor, Tactical – and were initially developed for the air to air focused F-15C. In U.S. service, these have almost exclusively been associated with the Strike Eagle, and these darker-colored Eagles are rarely seen without them. The main U.S. Air Force F-15Cs seen to regularly carry them were those based with the 57th Fighter Interceptor Squadron (FIS) at Keflavik, Iceland. 

Watch them fly bayou!
Louisiana’s 159th Fighter Wing #Boeing F-15Cs take flight with new conformal fuel tanks – increasing #USAF range and homeland defense capability! #F15 #AirNatGuard pic.twitter.com/qjrRNblIQC

— Boeing Defense (@BoeingDefense) February 5, 2018

Since the CFTs cannot be jettisoned in flight to gain extra speed and maneuverability, the air-to-air focused pilots of the F-15C have preferred to use more traditional drop tanks. For the F-15E’s strike mission, the permanent impact to the aircraft’s flight characteristics are a worthy trade-off for the additional range and payload options they offer.

The U.S. has said it doesn’t plan to operate its F-15EX Eagle IIs with CFTs, although this may be reconsidered with the expansion of the F-15EX order and the prospect of them replacing older F-15E Strike Eagles in the coming years. 

Many thanks as always to Stewart Jack for contributing these images, you can find him on Facebook and Instagram.

Three U.S. Navy F-14D Tomcats would be transferred to the U.S. Space and Rocket Center Commission in Huntsville, Alabama, and one might be made flyable again, following the approval of the “Maverick Act.”

The U.S. Congress is voting on a new bill which might see a F-14D Tomcat return to the skies 20 years after it was retired. The bill, notably called the “Maverick Act,” was introduced by Senator Tim Sheehy, co-sponsored by Sen. Mark Kelly, on Mar. 23, 2026.

Maverick Act

The bill passed Senate by Unanimous Consent on Apr. 28, 2026, and is now in line for voting at the House, with the latest update on May 4. Should the bill also pass the House, it would authorize the transfer by the Secretary of the Navy to the U.S. Space and Rocket Center Commission in Huntsville, Alabama, of three F-14D Tomcats.

https://t.co/ud4jZg86m5

The bill still needs to pass the house.

— OSINTtechnical (@Osinttechnical) May 7, 2026

The Commission directs the U.S. Space & Rocket Center, the space-dedicated museum established by the government of Alabama in 1970 and sometimes referred to “Earth’s largest space museum.” According to the text of the bill, it appears that the three aircraft have already been identified with the Bureau Numbers 164341, 164602, 159437.

The document specifies that the aircraft “do not have any capability for use as a platform for launching or releasing munitions or any other combat capability that it was designed to have.” A set of conditions is then listed, with the Secretary of the Navy not required to repair or alter the condition of the aircraft before conveying its ownership but providing any maintenance and operations manuals and excess spare parts.

An F-14D Tomcat pulls up after performing a fly-by past the aircraft carrier USS Dwight D. Eisenhower (CVN 69) as the ship operates in the Atlantic Ocean on June 19, 2006. | Source: U.S. Navy photo by Petty Officer 2nd Class Miguel A. Contreras

The latter is where things gets interesting, mentioning for the first time a possible return to the skies of the Tomcat:

“The Secretary shall provide excess spare parts to make one of the F–14D aircraft flyable or able to complete a static display, provided that any part transferred is from existing Navy stock, with no items being procured on behalf of the Commission.”

However, the activities required to make this happen will be the sole responsibility of the Commission:

“The Secretary will not be responsible for transferring any additional parts or providing any additional support beyond what is stated in this section, during or after the conveyance of the aircraft.”

The Commission will be able to obtain qualified support outside of the Department of the Navy, something similar to what the Collings Foundation did with the F-4D Phantom, the type’s only flying example in the U.S.:

“The Secretary may authorize the Commission to enter into agreements with qualified nonprofit organizations for the purpose of restoring and operating the aircraft transferred under subsection for public display, airshows, and commemorative events to preserve naval aviation heritage.”

The document also specifies that the transfer will be made at no cost to the government. “Any costs associated with such conveyance, costs of determining compliance with terms of the conveyance, and costs of operation and maintenance of the aircraft conveyed shall be borne by the Commission,” mentions the bill.

An F-14B Tomcat assigned to VF-103 ‘Jolly Rogers’ flies over the Croatian coastline near Pula. | Source: United States Navy photo by Capt. Dana Potts Feasibility

The U.S. has been historically extremely restrictive regarding the access to the retired F-14 airframes. In fact, access to spare parts was tightly controlled to avoid any possibility of smuggling toward Iran, which was the type’s only operator after the U.S. Navy retired its Tomcats in 2006.

Many parts were also destroyed, which would make difficult the procurement of the required components to make the aircraft flyable again. It should be noted that, upon retirement, many components were removed from the aircraft, before they were parked in the desert.

Before returning to flight, the F-14D would need deep inspections, both for the airframe’s structure and the systems. After that, work would be done in order to make the aircraft compliant with the requirements for the certification by the Federal Aviation Administration.

This process is expected to be highly expensive, mainly due to among of work after the aircraft sat in the desert for 20 years and the lack of supply chain. The Tomcat was also known for its high operating costs, which would make sustained airshow operations unlikely.

However, limited flight demonstrations and heritage events might be more likely. The timeline is another unknown aspect, and the possible return to flight might take years before materializing.

U.S. CENTCOM released some interesting photos of the AH-64 gunships allegedly patrolling the Strait just as Iran moved to restrict traffic through the narrow waterway once again.

Iranian Revolutionary Guards Corps (IRGC) gunboats reportedly fired on a tanker transiting the Strait of Hormuz on Saturday, according to an advisory released by the UK Maritime Trade Operations (UKMTO), on Saturday Apr. 18, 2026.

The warning said the organization had received a direct notification from the ship’s master, who reported being approached by two IRGC gunboats some 20 nautical miles off the coast of Oman. No radio warning was said to have been issued before the tanker, whose identity was not disclosed, came under fire.

UKMTO WARNING 037-26 – ATTACK Report Date:18 Apr 2026 Report Time: 0920UTC Issue Date:18 Apr 2026 Source: Master UKMTO has received a report of an incident 20NM northeast of OMAN. The Master of a Tanker reports being approached by 2 IRGC gun boats, no VHF challenge that then fired upon the tanker. Tanker and crew are reported safe. Authorities are investigating.

During today’s attack agaisnt an Indian tanker by Iran in the Strait of Hormuz, it seems though the vessel was initially heading outbound, but was refused by the IRGC. The vessel is then seen heading inbound towards the Gulf again, but then turns off AIS and makes a run for it… pic.twitter.com/EK5pQaJvwm

— Martin Kelly (@_MartinKelly_) April 18, 2026

The episode comes as Tehran has reimposed tight restrictions on shipping through the Strait, after U.S. President Donald Trump said on Friday Apr. 17, 2026 that the U.S. blockade on vessels using Iranian ports would continue. According to CENTCOM, 23 ships were forced to turn back since the blockade was enforced.

Littoral combat ship USS Canberra (LCS 30) patrols the Arabian Sea during the U.S. blockade. Since commencement of the blockade, 23 ships have complied with direction from U.S. forces to turn around. American forces are enforcing a maritime blockade against ships entering or… pic.twitter.com/PMIBOoeJXS

— U.S. Central Command (@CENTCOM) April 18, 2026

In a post on Saturday, the official X account of the IRGC Navy Command said that “Every breach of promise by America will be met with a fitting response. As long as the passage of vessels from Iranian origin to Iranian destination remains under threat, the status of the Strait of Hormuz will remain in its previous state. By the will of Allah.”

هر نقض عهدی از سوی امریکا، پاسخی شایسته دارد.
تا زمانی که تردد شناورها از مبدأ ایران و به مقصد ایران مورد تهدید باشد، وضعیت تنگه هرمز به حالت قبلی باقی می‌ماند. باذن الله

— فرماندهی نیروی دریایی سپاه (@niroo_daryayi) April 18, 2026

The statement capped a confused 24 hours in which Tehran first said the Strait of Hormuz had reopened and then moved to reimpose restrictions that effectively closed it again. 

As the news of attacks on vessels in the Strait started to circulate (two Indian vessels were fired upon by IRGC Navy watercraft in the Strait and forced to turn back), U.S. Central Command released some interesting shots of U.S. Army AH-64 Apache helicopters patrolling the waterway (actually the photos were probably taken as the aircraft were inbound the area rather than above it, somewhere off the coast of Oman or UAE).

AH-64 Apaches fly above the Strait of Hormuz during a patrol, April 17. U.S. Army Soldiers are flying in and around the strait providing a visible presence in support of freedom of navigation. pic.twitter.com/6K6cuCoqq2

— U.S. Central Command (@CENTCOM) April 18, 2026

On Mar. 19, 2026, during a Pentagon press briefing, General Dan Caine, Chairman of the Joint Chiefs of Staff, announced that U.S. Air Force A-10 Thunderbolt II jets supporting Operation Epic Fury had begun operating on the southern flank, targeting fast attack craft in the Strait of Hormuz. He also said that AH-64 Apache gunships were hunting one-way attack drones in the same area.

Alongside fast jets, the AH-64 is very well suited for such maritime patrol missions as it a platform combining persistence, precise sensors and a flexible weapons mix that allow the gunship helicopter to counter fast watercraft as well as OWA drones that might be launched against oil tankers and ships in a crowded littoral environment. As recent U.S. Army counter-UAS demonstrations have shown, the AH-64E can detect, track and defeat drones with multiple weapons, including the 30 mm M230 chain gun, APKWS-guided 70 mm rockets, HELLFIRE variants and even JAGM, offering crews scalable options depending on range, target size and collateral-risk considerations.

The helicopter is also well equipped on the sensor side, pairing electro-optical and infrared sights with the mast-mounted AN/APG-78 Longbow radar, which is designed to rapidly detect, classify and prioritize large numbers of contacts. In the Strait of Hormuz, where threats may include small one-way attack drones, fast attack craft and other fleeting, hard-to-sort targets, that combination makes the Apache a credible hunter-killer platform: it can build situational awareness, share data across networks, and engage everything from low, slow aerial threats to small hostile boats with direct fire, guided rockets or heavier missiles, depending on the tactical picture.

A new sequel will see Pete “Maverick” Mitchell’s return in Top Gun 3, with producer Jerry Bruckheimer saying Tom Cruise had liked a proposed storyline for the new film.

After reports said that a third installation in the Top Gun saga is in the works, following 2022’s hugely successful Top Gun: Maverick, that project is now confirmed, along with Tom Cruise returning as Pete “Maverick” Mitchell, Variety reported along with other publications. Paramount studios made the official announcement during the annual CinemaCon presentation, with Jerry Bruckheimer also back as producer.

Bruckheimer previously said in 2024 that Tom Cruise liked the storyline that was being prepared for the next one. “We pitched Tom a story he liked. But he’s a very in-demand actor and he’s got a lot of movies lined up, so we have to wait and see,” said Bruckheimer.  

Top Gun: Maverick also featured among the new characters Bradley “Rooster” Bradshaw (Miles Teller), the son of Maverick’s Radar Intercept Officer (RIO) and best friend Nick “Goose” Bradshaw. In the story, Maverick had returned to the famous Naval Air Station (NAS) North Island to school a bunch of young fighter pilots for a daring mission.

‘Top Gun 3’ Officially in the Works With Tom Cruise Returning https://t.co/0sTeLBQMZ3

— Variety (@Variety) April 16, 2026

These pilots are training for an upcoming mission to destroy a Uranium enrichment plant in a foreign country, defended by “fifth gen fighters” represented by Su-57s. Top Gun: Maverick grossed $1.5 billion at the global box office, against a $170 million budget for the production.

Top Gun’s realism

U.S. and Western war movies are largely realistic in terms of equipment, setting and art direction, primarily owing to the close ties between the military, industry and movie makers. This allows permissions to shoot on and use actual military equipment like jets, tanks, warships, military bases and aircraft carriers to be acquired easily.

Second is the lead in graphic design, computer technology and overall financial resources, bringing them closer to real-world military affairs. However, as is the norm about symbiotic relationship between a film industry and national politics, both the Top Gun movies had their share of propaganda, and invariably some technical errors/inauthencies, which one might not expect in a film created in cooperation with the U.S. Navy.

A still from Top Gun: Maverick showing F/A-18 Super Hornet flying at low altitude. | Source: Paramount

Some of the inaccuracies were listed in a 2019 article titled “79 Cringeworthy Errors in ‘Top Gun’” for Military.com by former F-14 RIO and journalist Ward Carrol. Among them was the famous fly-by with Maverick buzzing the air traffic control tower, which in real life would have likely resulted in immediate revocation of his flight status.

Another major one was using F-5 Tigers to represent Russian MiGs, which can however be justified as access to the legendary fighters was not possible with the Cold War still three years away from ending. It’s a different matter that the U.S. military got Su-27s and MiG-29s from former Soviet countries, Ukraine being one of them.

Other technical flaws ranged from rank insignia on uniforms inconsistent with officers’ billets and class to instrumentation and cockpit layout in the pilot and RIO seats. Some maneuvers were also not accurate, particularly the inverted photo of the MiG as the design of the F-14 wouldn’t have allowed that in the first place. For instance, its vertical stabilizers would have stabbed into the MiG’s top fuselage, given how close the cockpits were.

The F-14 Tomcat and the 5th gen fighter, the Su-57, in Top Gun: Maverick. | Source: Paramount Top Gun: Maverick and Top Gun 3

Top Gun: Maverick was a box office hit, resoundingly receiving the stamp of approval from fans of the original film. Particularly, the makers incorporated the late Val Kilmer’s real-life cancer into his character Tom “Iceman” Kazansky, and his relationship with Maverick evolving into mutual respect, professional and personal, hit closer to home.

The biggest fictional element was the Darkstar Hypersonic Aircraft, which was specifically designed by Lockheed Martin’s Skunk Works division for the film. As the original one, this movie too could not escape some technical inaccuracies. 

Among them is the final strike mission, showing the site defended by Cold War-era S125 Neva/Pechora (SA-3 Goa) missiles despite the presence of 5th gen fighters. A location like that would have a layered integrated air defense, like S-300s and Buk-M1s (for medium range) and S-400s as a long-range theater-level anti-air battery.

Film director Joseph Kosinski poses with the Darkstar mockup, with Tom Cruise inside the cockpit. | Source: Lockheed Martin

We are far from knowing what real-world adversary aircraft will be incorporated in Top Gun 3. Inaccuracies aside, the movie is sure to be an exciting watch, for pilots, audiences, and aviation nerds alike.

Lt. Pete Mitchell was a Navy Captain in Top Gun: Maverick. Time will tell which new role he will assume in the new film, maybe finally getting promoted to a Rear Admiral and passing the torch to “Rooster.”