General Atomics says it is working on a new hybrid-electric-powered flying-wing-type strike/reconnaissance drone called NextGen that could be able to stay aloft for more than 60 hours. Work on NextGen will also feed into one of the designs within the company’s Gambit family of drones, which are also based around a common modular core ‘chassis’ concept. Separate progress is being made on the newest member of that family, the air-to-surface optimized Gambit 6, with plans now for a live-fire air-to-ground ordnance demonstration early next year.

C. Mark Brinkley, a spokesperson for General Atomics, shared these and other details with TWZ as part of an update on the status of the entire Gambit effort.

“When we announced the Gambit Series in 2022, we knew that it was an ambitious, multi-stage concept that would require many years before its full power would be realized across all variants,” Brinkley said. “It’s not complicated to understand, but it is revolutionary, and revolutions take time.”

When the Gambit family was first rolled out four years ago, General Atomics presented four distinct design concepts. These were the intelligence, surveillance, and reconnaissance (ISR) focused Gambit 1, the air-to-air combat-optimized Gambit 2, an uncrewed ‘red air’ aggressor called Gambit 3, and the stealthy flying wing Gambit 4. Since then, the company has also added the Gambit 5, intended for carrier-based operations, and the aforementioned Gambit 6.

All of the Gambit concepts are designed to leverage a common ‘chassis’ that includes landing gear, baseline avionics, and other core hardware. General Atomics touts this as helping to reduce costs and accelerate the development of very different drone designs.

General Atomics’ Brinkley provided brief updates on all six existing Gambit design concepts, as well as the common core.

• “Gambit Core: First, I think you saw the recent update on our partnership with Spirit Defense. They have been partnered with us for a long time, and they’re bought in on the Gambit concept. As a teaming arrangement, it really buys down manufacturing risk and also allows General Atomics to pursue many other projects simultaneously, whether that’s MQ-9B or Wildfire or other things.”

• “Gambit 1 is out there flying today. The first example is the XQ-67 Off-Board Sensing Station [OBSS], built in collaboration with Air Force Research Laboratory [AFRL]. They’re a great partner and really have a vision for this as a new warfighting concept for the future.”

Developed under the secretive OBSS program, the XQ-67A was unveiled to the public in 2024, as TWZ was the first to report. Experimentation using this one-off drone fed into General Atomics’ development of what is now called the FQ-42A Vengeance, which we will come back to in a moment, as well as the U.S. Air Force’s Collaborative Combat Aircraft (CCA) program. Last year, AFRL announced that the XQ-67A would receive modifications and upgrades to support further advanced autonomy and related developments under a new program called Demonstration of Autonomous Collaborative Platform Performance and Effectiveness (abbreviated as Demon Ape).

On Tuesday, AFRL announced in a press release that it “demonstrated integration of several advanced mission systems including state-of-the-art sensors, mission computers and power and thermal management hardware, all designed to work collaboratively in demanding combat environments,” on the XQ-67A during a recent test flight over the Nevada Test and Training Range (NTTR) as part of Demon Ape.

“Additionally, the integration of Beyond Line-of-Sight datalinks and live, virtual and constructive simulations during the flight demonstrated management of uncrewed platforms across distributed theaters, bolstering deterrence through resilient, layered command and control,” AFRL’s release added.

• “Gambit 2 is also flying today. Our first example is the FQ-42A Vengeance with the U.S. Air Force. Upcoming milestones include our first missile live-fire later this year, and participation in [Exercise] Emerald Flag. We’ll be at [the] International Fighter Conference next week with the full-scale model.”

The FQ-42A is one of two designs the Air Force has now ordered into production under the first phase, or Increment 1, of its CCA program. The other is Anduril’s FQ-44A Fury. In September, the Air Force announced a goal of having at least 500 Increment 1 CCAs in inventory by 2032.

• “Gambit 3 is a red-air trainer concept. We all know this is coming. It’s a critical must-have for the future. But right now, we live in a world filled with critical needs, so where does this fit in? Because of the way we have designed the Gambit Series, everything feeds everything else. You can pursue a tactical variant first, then walk back to this later. Eventually, manned aircraft will need to fight against these autonomous jets and train like they fight, but you don’t need them actually loaded with weapons. You’ll be simulating all of that anyway. So with Gambit 3, you can alter the design without starting from scratch and probably remove some fighter components from the trainers to add overall value. Considering that we have Gambits 1 and 2 flying now, we probably don’t need a pure trainer prototype unless the buyer wanted different engines and other changes.”

Gambit 3 is by far the concept within this larger family that has been discussed the least to date, so it is particularly interesting to get an update on General Atomics’ current thinking here. There continues to be a degree of interest in this kind of capability within the U.S. military, especially to help provide greater volumes of platforms capable of representing more advanced aerial threats during large-scale exercises. However, despite several past efforts, there has been no significant acquisition of next-generation unmanned aggressors that we are aware of. As an aside, Anduril’s Fury was originally developed by a company called Blue Force Technologies for the ‘red air’ role.

• “Gambit 4 is a flying wing. This is where things get interesting. General Atomics is currently working on a much larger flying wing we call NextGen. It’s not a CCA. We’re talking novel hybrid-electric propulsion on a fully armed, fully outfitted, ISR/Strike wing. Our engine team has promised 60+ hours unrefueled. That work is happening in parallel with everything else we’re working on. I don’t think people realize how deep GA-ASI’s bandwidth is, or how much we dedicate to R&D. We have things I’m talking about here, and things I’m not talking about here, and five million square feet of manufacturing plus multiple flight test facilities. We’ve built and delivered more than 1,600 aircraft in 34 years. We’ve invented a lot of things, and we’re inventing other things. NextGen is coming, and the work we’re doing on that flying wing program will funnel into Gambit 4 so that when customers are ready for this, we’re not starting from scratch here either.”

From the beginning, Gambit 4 has been something of an outlier that is completely different from the other concepts in the family. This is only reinforced by the new details Brinkley has shared here about the NextGen design. The mention of “novel hybrid-electric propulsion” is particularly eye-catching. In general, this kind of propulsion arrangement offers improved fuel economy, and the potential for other benefits, like reduced infrared and acoustic signatures, through the combination of fuel-powered engines and electric motors.

General Atomics has talked in the past about hybrid electric propulsion technology helping to achieve a 60-hour-endurance target in the context of an earlier stealthy flying wing drone concept called MQ-Next. Last year, AFRL also awarded the company a contract for what it described as a “hybrid-electric propulsion ducted fan next-generation intelligence, surveillance, reconnaissance/strike unmanned aerial system,” or GHOST.

“We’ve been promising something impressive related to hybrid-electric propulsion, and now I can’t talk about it anymore,” Brinkley told TWZ at the time when asked for more information about GHOST. It remains unclear how that program may be intertwined with the previous MQ-Next concept, as well as work now on NextGen and future plans for Gambit 4.

• “Gambit 5 is basically a Gambit 2 or Gambit 6, or a hybrid of those, optimized for shipboard use with global navies. So again we’re showing how the novelty of the Gambit design pairs with our other projects and programs to buy down risk to success. You need to address landing gear, catapults, arresting cables, salt air that eats everything, all kinds of things. But Gambit 5 is an easy reach. General Atomics has a lot of carrier expertise, and we have been experimenting with shipboard operations for more than a decade.”

The Gambit 5 concept made its public debut in 2024 at the Farnborough International Airshow in the United Kingdom with a rendering depicting the drones embarked on a Queen Elizabeth class carrier refitted with an electromagnetic catapult. General Atomics has since shown additional renderings of Gambit 5s on the decks of the U.S. Navy’s supercarrier USS Gerald R. Ford and a Japanese Izumo class ‘multifunctional destroyer.’ General Atomics also makes electromagnetic catapults for carriers, including the ones on the Ford class, and has put ideas for installing them on a variety of other naval vessels, as well as deploying them on land.

Last year, the Navy announced that it had awarded contracts to General Atomics, as well as Anduril, Boeing, and Northrop Grumman, to develop conceptual designs for carrier-based drones under its CCA program. General Atomics used a rendering of Gambit 5 to illustrate a subsequent press release regarding this selection.

• “Gambit 6 takes the Gambit 2 fighter and optimizes it for ground attack. We started talking about Gambit 6 last year, and the conversations around the world have really taken off. People really understand the Gambit concept and are beginning to see how different it is from the mostly concept jets being discussed. The next step is to demonstrate the capability, so we are planning a company live-fire event for early 2027 using a ground-attack munition from a company-owned Gambit 6. I’ve said this a few times, but every Gambit variant feeds expertise into the other variants by default. So the work ongoing now for live-fire on FQ-42 Vengeance, coupled with years of internal air-to-ground launches from MQ-20 Avenger, allows us to rapidly reconfigure for Gambit 6. The air-to-ground mission is pivotal for many global militaries evaluating CCAs as a concept, and we’re already seeing others hanging bombs from their wings and talking about future concepts with internal bays. We’ll probably see other companies doing air-to-ground demos like ours. But the next question is survivability. Internal carry and release is such a different beast than firing from the wings, but what comes out for the Gambit Series is a 5^th-generation combat jet optimized for survivability, scalability and flexibility.”

As mentioned, Gambit 6 is the newest entry to the family and was rolled out around last year’s International Fighter Conference. At that time, General Atomics said it was already courting international customers for this particular design, especially in Europe, underscoring a surge in interest globally in CCA-type drones in recent years. The company also subsequently announced plans to develop a derivative of the FQ-42A for the European market through an affiliate in Germany.

Brinkley’s remarks here regarding internal bays versus external carriage of stores notably follow Anduril’s release of pictures showing fit checks of air-to-ground ordnance on the wings of a Fury drone last month. The FQ-42A, as well as General Atomics’ earlier Avenger drone design, both have internal weapons bays. An internal bay is expected to be a key feature on the Gambit 6 design, too.

“General Atomics knew that low-observable with internal weapons was the only way to go for the future. It’s not specifically the fastest way, or the easiest way, but it does yield the very best jet on the back end,” Brinkley also told TWZ today. “You can get a small jet in the air, connect it to the satellite controls we pioneered here, hang weapons from the wings like we pioneered here, use the AI concepts we pioneered here, and call that a CCA. But if it isn’t low-observable, with a functioning internal carry, built for affordable high-rate production from the beginning, then it’s just a little jet.”

“When we rolled out our first four Gambit concepts, we knew that we were onto something novel, but I don’t think any of us recognized how fast it would all move. Now we’re up to six concepts, with two flying and two on track to become flying prototypes,” he added. “That leaves Gambit 3 and Gambit 4, and it would be easy to think those are the least important or least impressive, but I don’t think that’s the case at all.”

It does remain to be seen how many members of the Gambit family beyond the FQ-42A will ultimately be produced in significant numbers. For now, a Gambit 4 design, in particular, is still an ambitious future concept that will rely heavily on success with NextGen and related work.

Contact the author: joe@twz.com

The post General Atomics Developing Strike-Recon Flying Wing Called NextGen That Uses Hybrid-Electric Propulsion appeared first on TWZ.

Another of Russia's Su-57 stealth fighters has burned out on the ground, Ukrainian military news outlet Militarnyi reported. A Ukrainian Telegram channel blamed an engine start gone wrong and published satellite images of the scorched airfield.

Russia's war against Ukraine leans on warplanes that strike from standoff range, and Ukraine has spent this year hunting them on their airfields. Its newest fighter is a rare sight in that fleet: Ukrainian intelligence estimated Russia had about 20 Su-57s, against 135–140 Su-35S and 140–145 Su-30 jets, and could not tell how fast more are built.

Satellite images show where the jet burned

The fire broke out at the Akhtubinsk airfield in Russia's Astrakhan Oblast on 29 October. The Ukrainian Telegram channel Absolutely Reliable Source said the multirole fighter caught fire during a malfunction at engine start. It said the jet burned out completely. Militarnyi called the cause preliminary.

The channel's satellite images show a dark scorch mark and debris on open ground between the airfield's taxiways.

Akhtubinsk has seen Su-57s hit before. Ukrainian drones first damaged Su-57s there in June 2024, and Ukrainian intelligence said two were likely hit.

The fourth Su-57 hit or lost this year

Militarnyi counted the fire as the fourth time a Su-57 was hit or lost in 2026. Ukraine's General Staff said drones hit several Su-57s and a Su-34 at the Shagol airfield in Chelyabinsk Oblast on 25 April. Ukrainian intelligence later said the state of those jets was unknown.

On 23 July, a Su-57 crashed in Moscow Oblast. A Russian Telegram channel said Russia's own air defenders shot it down.

Russia's air force received two new Su-57s in September, its second batch this year, Militarnyi reported.

Ukraine keeps hitting Russian warplanes on the ground. On 29 October, Ukraine's Navy said its Neptune missiles destroyed two Su-34s at the Marinovka airfield in Volgograd Oblast. Two weeks earlier, it reported hitting six Su-34s at Borisoglebsk in Voronezh Oblast. Russia uses those bombers to drop glide bombs on Ukrainian towns.

Ukraine’s Navy said on 29 October that it destroyed two Russian Su-34 fighter-bombers in a Neptune missile strike on Marinovka airfield in Russia’s Volgograd Oblast.

The reported strike targets aircraft Russia uses to launch guided aerial bombs against Ukrainian cities, military positions, and frontline communities. Destroying the two jets would reduce Russia’s capacity to carry out these attacks.

Neptune strike hits Russian military airfield

According to the Ukrainian Navy, its units struck the site where Russian aircraft were stationed at Marinovka airfield using a Neptune coastal missile system.

The Navy said the strike destroyed two Su-34 fighter-bombers belonging to Russia’s 11th Mixed Aviation Regiment, based near the settlement of Oktyabrsky in Volgograd Oblast. The regiment is part of the 4th Mixed Aviation Division of Russia’s 4th Air and Air Defense Forces Army.

The Ukrainian Navy did not provide further details about the strike.

Su-34s are key to Russia’s guided bomb attacks

Russia uses Su-34 fighter-bombers to launch guided aerial bombs, known as KABs, against Ukrainian military positions and settlements, particularly in frontline areas. These attacks threaten both Ukrainian troops and civilians in communities near the front.

According to Ukrinform, Russia’s Aerospace Forces had approximately 140 Su-34 aircraft of various modifications in service as of 22 October.

The Ukrainian Navy said it would continue striking Russian military targets to weaken Moscow’s ability to wage war against Ukraine.

The estimate through Oct. 16 shows that bombs, missiles and other munitions accounted for more than 60 percent of expenses.

© Ed Ou/Reuters

Imagine how Russia would fare against 32 Ukraines.

French and US maritime patrol planes are watching the western Black Sea, where drones keep hitting merchant ships, Romanian outlet Curs de Guvernare reported on 19 October, citing flight-tracking data. Romania blames Russia for the attacks, while Bulgaria says it cannot prove who launched them.

Ukraine’s three small Danube ports have kept its grain exports from collapsing further, and Russia has pounded those ports since the summer. The ships serving them are now being hit in the economic zones of two NATO members. Many were anchored near or heading to the Sulina Canal, which links the Danube to the sea. That puts the allied patrols over these waters in the middle of the fight over Ukraine’s grain trade.

Two patrol planes over the western Black Sea

A French Navy Atlantique 2 maritime patrol plane arrived in Constanța, Romania’s main Black Sea port, on the evening of 18 October, Curs de Guvernare said. On 24 October, French Foreign Minister Jean-Noël Barrot said in the Bulgarian port of Varna that a French patrol plane had been operating in the area under NATO for two weeks and had contributed to rescue operations.

Meanwhile, a US Navy P-8A Poseidon flew into Varna from Sicily on 18 October, AFP reported, citing flight-tracking data. Two days later, Bulgarian Prime Minister Rumen Radev said it had begun reconnaissance patrols after Sofia asked allies for help, and that some allies had responded quickly. Bulgarian Defense Minister Dimitar Stoyanov called the deployment a joint decision of Bulgaria and NATO. He said the plane cannot strike targets and passes its data to NATO, Anadolu Agency reported.

NATO promises more

On 20 October, NATO’s North Atlantic Council met at Romania’s request. Afterward, the alliance said it would send more maritime patrol aircraft, radar systems, and drones to the Black Sea. NATO military spokesman Col. Martin O’Donnell added that allies have sent or will send intelligence personnel and explosives-forensics teams. NATO itself has not attributed the attacks to any country.

Romania names Russia, Bulgaria hedges

Romania has been blunter. On 15 October, after four merchant ships were hit within a day, acting Foreign Minister Oana Țoiu wrote on X that “Russia bears full responsibility for these developments.” On 17 October, Romanian F-16s shot down two jet-powered Russian Geran drones near Sulina, Romania’s Defense Ministry said.

Unitățile aeriene și navale ale Gărzii de Coastă (GdC/MAI) și ale Inspectoratului General pentru Situații de Urgență (IGSU/MAI) sunt implicate activ în operațiunile de căutare și salvare, în vederea găsirii membrilor dați dispăruți ai echipajului navei care a fost atacată în…

— Toiu Oana (@oana_toiu) October 15, 2026

On 23 October, a drone sank the cargo ship Khoryv off Constanța, killing a Ukrainian sailor, and President Nicușor Dan blamed Russia too. “It is part of Russia’s escalation process in its war in Ukraine,” Dan said.

Bulgaria is more cautious. Radev told parliament on 14 October that the attacks worked in Russia’s favor but that Sofia could not prove it. Since taking office in May, he has sought a thaw in ties with Moscow.

The U.S. Army is training Apache pilots to shoot down drones as militaries around the world assess the efficacy of 20th-century technologies in a new era.

© Lena Mucha for The New York Times

General Atomics has tapped Spirit Defense, a subsidiary of Boeing, to help produce FQ-42A Vengeance Collaborative Combat Aircraft (CCA) drones. This follows the U.S. Air Force’s announcement last month that it wants to have at least 500 CCAs in inventory by 2032. Years ago, TWZ highlighted the likelihood that industrial partnerships like this would be required to meet the service’s aggressive volume and schedule goals for the CCA program.

General Atomics’ Aeronautical Systems, Inc. division (GA-ASI) announced the team-up with Spirit on FQ-42 production earlier today. The Vengenace is one of two designs the Air Force has ordered into production under the first phase, or Increment 1, of its CCA program. The other is Anduril’s FQ-44A Fury. The 500-drone target the Air Force has laid out covers a mixed fleet of both FQ-42s and FQ-44s. The service is still planning to acquire additional CCAs, potentially with completely different designs, through a follow-on Increment 2.

When it comes to FQ-42 production, “Spirit Defense’s role as a fuselage design-build partner brings together the company’s engineering and advanced manufacturing capabilities to support the program from design through production,” according to a GA-ASI release. “Partnering with Spirit Defense is a strength multiplier for the company and the nation, offering manufacturing capacity and industrial depth to scale CCA production faster, while strengthening production resilience, and reducing the risk of single points of failure.”

“We’re excited to be working with Spirit Defense,” David R. Alexander, GA-ASI’s President, said in an accompanying statement. “We’ve established our proven design, development, and manufacturing capability for the FQ-42. With Spirit Defense, we add capacity, which is exactly the kind of production resilience our U.S. Air Force customer is looking for with its CCA ramp-up. This kind of partnership represents the scalable industrial base the Air Force and the U.S. Department of War are looking for from industry.”

“The intent for them [the Air Force] is to go up to as many as 500 aircraft by 2032,” Mike Shortsleeve, Vice President for Strategy Business Development at GA-ASI, also told TWZ’s Jamie Hunter on the floor of the Air & Space Forces Association’s (AFA) 2026 Air, Space & Cyber Conference in September. “We’re ready to do that production.”

At the conference, Shortsleeve highlighted investments in additive manufacturing and advanced robotics, along with efforts to build out the company’s skilled workforce, to help meet those production demands.

General Atomics is already an established drone maker with significant serial airframe production experience of its own. At the same time, the company is seeing growing demand for its MQ-9B series of drones, including a sale to the U.S. Coast Guard announced earlier this month. The MQ-9B design builds on the highly successful MQ-9A Reaper. It is also pursuing a host of other opportunities in the U.S. and abroad that could add production demands.

Mike Atwood, GA-ASI’s Vice President of Advanced Aircraft Programs, notably acknowledged potential hurdles for meeting CCA production demands, specifically, in the past.

“We have basically a hot production line where I can take an MQ-9 out and put a Collaborative Combat Aircraft in,” Atwood said on an edition of The Merge podcast back in 2024. “We were able to essentially take Reaper parts out of stock rooms and build the first [CCA] aircraft.”

“Composites are inherently expensive … they’re really for high-performance applications where you need certain strength and stiffness,” he also noted at that time. “When you look at Collaborative Combat Aircraft … we’re actually falling back on more metallic – what we call hybrid structures, metal frames with composite skins.”

The production of advanced composites and hybrid structures is Spirit’s main business. The company also has a well-established history of working as a subcontractor on military aerospace projects, including in support of bleed-edge programs like the B-21 Raider bomber.

It is also important to note here that, before its founding as an independent company in 2005, Spirit was actually a division of Boeing. By the early 2020s, Spirit had been suffering from significant financial losses and quality control lapses. Boeing subsequently decided to reacquire it in a multi-billion-dollar deal. The acquisition process began in 2024 and was finalized last year. Since then, Boeing has faced continued challenges in getting the firm back on track.

In 2024, when General Atomics and Anduril were selected to move ahead in the Increment 1 phase of the Air Force’s CCA program, TWZ explicitly raised the prospect of both companies bringing in help, especially to meet future production demands. At the time, the focus was more on Anduril, which was not a major airframer at the time and had yet to establish significant production facilities of its own for Fury. It was also unclear then whether the Air Force might pick a single winning Increment 1 drone rather than go the route it ultimately chose of ordering batches of both designs.

However, as we wrote at the time: “No matter who is selected in the end as the prime contractor, a large pool of manufacturer partners will likely be key to meeting the Air Force’s production volume and schedule goals.”

As an aside, Boeing is already in the CCA business itself, with the MQ-28 Ghost Bat developed originally through a separate subsidary in Australia. The company has been working to expand its own production capacity to build those drones in recent years.

Generally speaking, the ability of defense contractors to rapidly scale production to meet U.S. military demands, and do so affordably, is steadily becoming a more common point of discussion across all major acquisition programs. Being able to acquire and field CCAs in relatively large volumes and at a price that makes sense is absolutely central to the whole concept being these drones.

“The nuance here that probably is overlooked, is the fact that they’re [the Air Force] recognizing with 500 that they require, the factory floor is now becoming part of the battle space,” General Atomics’ Shortsleeve had told TWZ at the AFA conference last month. “So the ability for companies to be able to manufacture and produce those aircraft in numbers that are needed for the fight rapidly is going to be a key part to going forward in the future.”

The Air Force is otherwise still very much laying the rest of the groundwork for fielding its future CCAs operationally toward the end of the decade. A full playbook for deploying, launching, recovering, supporting, and otherwise operating CCA-type drones on a day-to-day basis, let alone employing them tactically, still has yet to be written. Answering these questions will be important for other CCA programs across the U.S. military and elsewhere globally.

General Atomics’ new partnership with Spirit Defense underscores how production of Increment 1 CCAs is ramping up already in reponse to the Air Force’s current CCA program goals.

Contact the author: joe@twz.com

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A recent breakthrough in airborne drone control has offered a tangible glimpse into the future of US air combat, signaling the US Air Force’s accelerating push to integrate autonomous wingmen alongside frontline fighters. This month, The War Zone (TWZ) reported that a US Air Force F-22 Raptor pilot successfully controlled an uncrewed YFQ-44A Fury fighter […]

The post US racing to field drone wingmen to close fighter gap with China appeared first on Asia Times.

A pilot flying an F-22 Raptor fighter has issued commands to a YFQ-44A Fury Collaborative Combat Aircraft (CCA) drone in a first-of-its-kind test. This is an important development for the U.S. Air Force’s CCA program, as its F-22s are set to be the first aerial ‘quarterbacks’ for these uncrewed aircraft once they enter operational service.

The Air Force and Anduril, Fury’s prime contractor, announced the “airborne tactical-control demonstration” today, but it occurred sometime earlier this month. An Anduril spokesperson confirmed directly to TWZ that this was a first for an F-22 and a pre-production YFQ-44A. Last month, the company disclosed tests involving Fury flying in formation with F-35 fighters, but stressed that the latter were not yet issuing commands to the former in mid-air. A Fury drone also launched an AIM-120 Advanced Medium-Range Air-to-Air Missile (AMRAAM) for the first time earlier this year.

The Air Force has orders in now for production of FQ-44As, as well as General Atomics’ FQ-42A Vengeance drones, under the first phase, or Increment 1, of its CCA program. The service is still planning to acquire additional CCAs, which could be of entirely different types, through a follow-on Increment 2. The goal now is to have a fleet of at least 500 Increment 1 CCAs by 2032. The recent test is part of efforts to lay the groundwork for an initial tranche of CCAs to start entering operational service around the end of the decade.

“During the demonstration, an F-22 pilot served as an airborne ‘quarterback,’ issuing high-level tactical directives to a single YFQ-44A,” according to a press release from the Air Force. “The aircraft’s onboard autonomy software interpreted and executed those directives in real time, conducting dynamic flight maneuvers and simulated combat tasks.”

“The event brought together personnel from the 412th Test Wing, 422nd Test and Evaluation Squadron, 309th Software Engineering Group, Experimental Operations Unit, F-22 System Program Office and the CCA Software Autonomy and Teaming Branch,” according to the Air Force release.

The Experimental Operations Unit (EOU) mentioned here is based at Nellis Air Force Base in Nevada and has been leading efforts to pave the way for future Air Force CCA operations.

The “Fury and an F-22 both took off [from] Edwards AFB [Air Force Base in California] and joined up midair,” according to a separate release from Anduril. “While in flight, the Raptor pilot sent an updated mission plan to Fury using a tactical data link, commanding Fury through operationally-relevant maneuvers from the cockpit of the crewed quarterback.”

Neither the Air Force nor Anduril provided further details on how the F-22 was configured for this test. Past Air Force budget documents have mentioned the need to integrate “tablets, cables, and associated materials” onto the Raptor for this purpose. A single Raptor is also expected to be able to manage multiple CCA drones simultaneously.

The Raptor’s prime contractor, Lockheed Martin, has certainly been working with the Air Force to develop the relevant control architectures and user interfaces for that fighter, as well as the F-35. In terms of in-cockpit user interfaces for controlling drones, known work to date has centered largely on the use of touchscreen tablet-like devices, but this is understood to just be a starting point. Though tablet-based interfaces are a workable option, questions and criticisms about increased workload, especially for pilots in single-seat fighters, have been raised in the past.

It is also worth noting here that General Atomics announced a similar demonstration involving a Raptor and an MQ-20 Avenger back in November 2025. General Atomics has been using the MQ-20 as a CCA surrogate in various types of testing. What the plan might be now to demonstrate the F-22’s ability to control an FQ-42A in flight is unclear. General Atomics has previously released a picture of a Vengeance drone flying in formation with, though not being directly controlled by, Air Force fighters.

In addition, Fury and Vengeance are set to make their debut in a large-scale exercise before the end of the year. Bringing the CCAs to the next iteration of Exercise Emerald Flag will give the Air Force further opportunity to test them in a more operationally relevant context alongside crewed fighters.

“We have not yet done a LFE [large-force employment exercise] with these [CCAs], for real. The first one is going to be Emerald Flag. That’s in December,” Lt. Col. Lyndon “OTTO” Bartlett, the EOU’s Director of Operations, said during a panel at the Air & Space Forces Association’s (AFA) 2026 Air, Space & Cyber Conference in September, at which TWZ was in attendance. “That’ll be our first tip [sic] dip of the toe in an actual force integration.”

The EOU, working together with other Air Force elements and industry partners, still has to answer a host of other outstanding questions unrelated to tactical operations. CCAs will be deployed, launched, recovered, supported, and otherwise operated in ways that are distinct from their crewed counterparts, and for which new policies and procedures will need to be developed. Just making sure human pilots have trust in their uncrewed wingmen operating as expected will be critical, underscoring the specific importance of the demonstration disclosed today. All of this applies equally to the U.S. Marine Corps and U.S. Navy CCA programs, which are being run in very close coordination with the Air Force’s efforts.

When it comes to the recent test involving the F-22 and the YFQ-44A, “this achievement demonstrates what is possible when we are aligned with industry on a shared imperative: delivering capability to the warfighter at unprecedented speed,” Secretary of the Air Force Troy Meink said in a statement today. “We are driving urgency into every part of acquisition from rapid integration and flight learning to disciplined assessment, so we can turn promising technology into combat capability at the pace the threat demands.”

“This flight shows the power of crewed-uncrewed teaming and the advantage it provides our warfighters,” Air Force Chief of Staff Gen. Ken Wilsbach also said. “We must test often, learn fast, and give commanders what they need, when they need it.”

“The U.S. Air Force’s CCA program is the fastest moving, most mature CCA program anywhere in the world, and will be the first to field operational aircraft,” Mark Shushnar, Anduril’s Vice President of Autonomous Airpower, said as well. “Getting there demands that Anduril and the U.S. Air Force work together to prove out the capability, define the operational procedures, and build trust between operators and their semi-autonomous wingmen.”

With all this in mind, an F-22 issuing orders to a YFQ-44A in mid-air is an important new sign of what is on the horizon for the U.S. Air Force, though there is still work to be done.

Contact the author: joe@twz.com

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Shield AI says it is on track to roll out the first prototypes of its X-BAT jet-powered stealth ‘fighter’ drone by the end of this month. Flight testing of this uncrewed aircraft, which is designed to take off and land vertically from a tail-sitting position, is still scheduled to kick off before the end of the year. X-BAT’s core concept was already highly ambitious, but an extremely aggressive timeline to reach some degree of operational capability through the U.S. Navy’s Runway Independent Maritime Expeditionary Strike (RIMES) program has now been disclosed.

TWZ got an update on X-BAT, which we were first to report on in-depth last year, in an interview yesterday with Shield AI’s Armor Harris, Senior Vice President and General Manager of the company’s aircraft division. This came ahead of today’s announcement that the company has received an additional $150 million in funding from the Office of the Under Secretary of War for Acquisition and Sustainment through its Defense Exportability Features program via the Navy. This is on top of the $50 million investment the Navy, in cooperation with the Pentagon’s Defense Innovation Unit, made in X-BAT’s development earlier this year as part of the RIMES effort. Shield AI has committed an equivalent amount of internal funding, for a combined total of $400 million.

“In broad strokes, the last year has been a bunch of collaborative risk reduction with the Navy. So, wind tunnel testing, engine testing, thermal testing, all kinds of stuff to basically take the major risks in the program, [and] burn them down, so we can move confidently into the production design,” Shield AI’s Harris told us. “The last culmination of the risk reduction is the flight testing of the two full-scale prototypes. The first one of those will be done at the end of October.”

“That’s a full-scale vehicle,” he continued. “It’s got the outer mold line, it’s got the F110 engine, the full propulsion path, everything in it.”

To date, Shield AI has only shown models of the X-BAT publicly. A new one displayed at the Navy League’s Sea-Air-Space 2026 exposition in April revealed major changes to the core design. This included a complete reworking of the planform from a ‘cranked kite’ type arrangement to one with a distinctly different arrowhead-shaped profile featuring a straight leading edge with a more dramatic sweep.

The video below includes clips showing the original X-BAT design and the current one.

The aforementioned “propulsion path,” testing of which has already been conducted on the ground, primarily consists of the General Electric F110 paired with an Axisymmetric Vectoring Exhaust Nozzle (AVEN). The nozzle was originally developed in the 1990s for an experimental thrust-vectoring F-16 fighter. Shield AI is using the original AVEN, which had been in storage for decades, to support development of X-BAT. The nozzle will provide pitch and yaw control, with roll control for the drone coming from bleed air routed through thrusters in the drone’s wings.

No runway, no problem.

Shield AI and @GE_Aerospace just cleared a critical path to vertical flight, completing engine light-off testing of the Axisymmetric Vectoring Exhaust Nozzle (AVEN) for X-BAT.

Engineers from both companies integrated the AVEN into GE Aerospace's… pic.twitter.com/OxV3y3sRKB

— Shield AI (@shieldaitech) July 20, 2026

Shield AI has previously said that the roughly fighter-sized X-BAT will have a maximum range of 2,000 nautical miles and a service ceiling of around 50,000 feet. The company has also said in the past it is targeting an effective combat radius roughly twice that of the F-35, or around 1,340 nautical miles, but also that it could be closer to 1,000 nautical miles. Space has been made within the X-BAT design for a potential in-flight refueling capability, but there is no active work yet to integrate that feature.

In terms of payload, X-BAT’s design includes internal weapons bays roughly the same size as those on the F-35, as well as two external hardpoints under the wings. Those hardpoints are plumbed, meaning that range-extending drop tanks, or even buddy refueling stores to allow the drone to act as a tanker, could be carried. Baked-in modularity and open-architecture mission systems are intended to make it easier to fit various sensors, data links, and other capabilities down the line.

“X-BAT’s really designed to be a multi-role capability, and, if you look out at the 10-20 year time horizon, it’s hard to predict what the future fight is going to look like,” Shield AI’s Harris noted. “We fundamentally believe that multi-role capabilities are critically important. And, so, X-BAT, the reason why it’s sized to where it is is [sic] to be able to carry serious strike weapons internally and externally, in addition to being able to do air-to-air [combat], electronic warfare, and other mission sets.

“You could think of it as like X-35 versus F-35,” he also said yesterday when asked about any expectations now for further changes between the initial pair of prototypes and the final production design.

Lockheed Martin’s X-35 demonstrators are, in very broad strokes, similar to, but distinct from any of the resulting variants of the Joint Strike Fighter. Shield AI has notably already talked in the past about integrating more low-observable (stealthy) attributes to the exhaust end of the design down the line.

“Then we’ll get into flight testing around the end of this year,” Harris added. “We’ll be doing vertical takeoff and landing testing with that [the initial prototypes] to actually prove out and develop the VTOL [vertical takeoff and landing] technology for X-BAT.”

Shield AI’s X-Forge 2 facility at the Newton City-County Airport in Kansas is set to be the main flight testing hub for X-BAT, as well as the focal point for sustainment of the drones. A production facility, X-Forge 3, is also being built in Des Moines, Washington. The company’s original site, X-Forge 1, is in Frisco, Texas.

In terms of the actual flight test campaign, “you remember the X-BAT system has the air vehicle and the launch and recovery vehicle, which is the trailer that it launches and lands from,” Harris said. “Basically, the way the testing works is, we start with the vehicle horizontal, sitting on that launch and recovery vehicle, running the engine. Then we bring it up vertical, run the engine vertically, run the vehicle vertically.”

“Then we have one of the biggest cranes in the world that’s getting set up at our test site in Kansas right now, and we hang the vehicle suspended from that crane and do a bunch of testing while it’s hanging from the crane in free flight,” he continued. “Then we take the crane away, and then we do the actual untethered flights.”

Shield AI’s goal is to fly a fully missionized X-BAT in 2028 and start series production the following year.

On top of that, “the way that the [RIMES] program has been structured is getting to an early operational capability in 2029 is the end goal,” Shield AI’s Harris said.

When asked if this meant that RIMES is aiming “to eventually arrive at not just a demonstration of capability, but a real operationalized capability,” he said that was “correct.”

We will come back to this more later on, but suffice it to say up front, the prospect of X-BAT reaching an operational level of maturity within three years is extraordinarily ambitious, to say the least.

In the meantime, Shield AI has already been testing the mechanisms to “latch and unlatch” X-BAT to the launch and recovery system using an unpowered “battleship” test article, according to Harris. The design of the launch and recovery system has also evolved, and it is now self-propelled, at least to a degree, rather than just being a towed trailer.

“The launch and recovery vehicle is actually critical to the operation of the X-BAT weapon system because it enables survivability on the ground. So when you’re operating in a land-based environment, it enables basically shoot-and-scoot tactics,” Harris also noted. “Enemy transporter-erector-launchers [for missiles] are like pretty hard to find because they’re constantly moving around. Just like X-BAT, when it’s mated onto the launch and recovery vehicle, [it] is always moving around, makes it hard to track, hard to find, hard to destroy.”

The plan now is to “build the one-to-one launch and recovery vehicles to air vehicles. So the air vehicle is always on the trailer. It never comes off of it,” he continued. “Even maintenance to the air vehicle is done while it’s sitting on that launch and recovery vehicle.”

“In fact, we’re actually planning on building more than one-to-one of the launch and recovery vehicles, so that way you can preposition them around different islands, different places in the theater, and have multiple places the aircraft can lily pad from,” he added. “But you’re never putting multiple aircraft onto one launcher and launching them or something like that.”

“When you typically operate a jet, there’s a whole bunch of ground carts and stuff that you bring, like the ground power cart, the ground cooling cart, the air start cart, etc,” Harris further elaborated. “So we’ve moved a lot of those systems onto [the] launch and recovery vehicles, so you don’t have all these separate carts, which is pretty critical when you’re trying to do expeditionary operations.”

“The model for land-based operations is kind of a hub-and-spoke type model. So the squadrons are based at air bases. All the fuel and the weapons are generally based at the air bases, as well. But then you can distribute the aircraft all over the airfield,” he continued. “So, you think about what the enemy’s doing, they’re targeting the runways, they’re targeting the tarmacs, but you can disperse the aircraft around the perimeter of the airfield. You can launch them from the golf course. You can launch them from empty space in the taxiway, etc.”

Harris said that another “spoke” could be X-BATs operating from forward arming and refueling points (FARP). All of this is part of larger concepts of operations for the drone that Shield has been envisioning, and that are not at all limited to deployments at locations on land. Harris noted during the interview that the self-propelled nature of the current launch and recovery system would also help with moving the drones around on virtually any ship with sufficient deck space. This is where the RIMES program, which is separate and distinct from the U.S. Navy’s carrier-based Collaborative Combat Aircraft (CCA) drone ambitions, really comes in.

“I’ll say the fundamental value proposition of RIMES is that if you have a carrier-based CCA, you’re fundamentally constrained by the square footage of the deck of the aircraft carrier,” Harris explained. “So if you are taking an F-18 or an F-35 off, you better be replacing it with better capability per square foot of deck space than the thing that you’re taking off.”

“So, F/A-XX [the Navy’s sixth-generation carrier-based fighter, now to be built by Boeing] is a huge leap in capability, right? Which is why that program makes a lot of sense,” he continued. “The challenge with CCA is: Does it really make sense to take a manned aircraft off of an aircraft carrier and replace it with an unmanned aircraft?”

Shield AI’s argument here is that X-BAT disrupts this core equation by opening the door to a CCA-like capability, or even something more capable, that can be employed in a ship-based mode without sacrificing any crewed aircraft capacity on an aircraft carrier. Shield AI envisions dozens of X-BATs being employed from amphibious assault ships, as well as other kinds of amphibious warfare ships, including expeditionary sea base type vessels, as seen at the top of this story.

“So when you think about the number of carrier air wings that the Navy has to deploy, deploying X-BAT across all these other ships basically significantly increases the number of carrier air wings,” Harris said.

As already mentioned, the current structure of the RIMES includes a target for an early operational capability in 2029, according to Harris. “We have a program defined to get there, and there’s basically milestone-based payments along the way, so as Shield performs and hits milestones, then the Navy kicks in additional funding,” he added.

“I don’t want to get ahead of the Navy, and give you a specific number, but like hundreds to low thousands,” he also said when asked if there was even a very rough planning figure for the eventual size of the RIMES drone fleet.

Many questions remain about X-BAT, which still has to demonstrate the viability of its vertical takeoff and landing capability, which underpins everything else. As we noted in our original in-depth report on this design, the core concept here is not new, and there have been many unsuccessful attempts to operationalize it in the past. There has been skepticism that Shield AI’s effort will succeed where others have failed. The company is of the view that groundwork has now been more firmly laid, including through its own work with its much smaller internal combustion-engine-powered V-BAT tail-sitting VTOL drone, to truly realize a design of this kind.

The performance and capabilities that Shield AI expects from X-BAT once it is flying at all are also ambitious. A high degree of autonomy is also part of the full planned package, which will leverage the company’s already extensive work in this domain with its Hivemind software.

There are also questions about the Navy’s exact plans for RIMES, as well as its broader future drone fleets. Just this year, the service has issued several contracting notices pointing to rapidly evolving views about future carrier-based strike drones and other uncrewed aircraft. New requirements that Naval Air Systems Command (NAVAIR) released in August ostensibly for future CCA-type drones notably pointed more toward something that sounded very much like an advanced uncrewed combat air vehicle (UCAV), as you can read more about here.

Whether the 2029 operational timeframe the Navy is said to be aiming for under RIMES is firm, or even realistic in any way, remains to be seen. The actual definition of what constitutes an “early operational capability” could be very flexible, as well. It is also worth noting here that Shield AI is not the only company currently conducting work under RIMES. Whether the Navy might be planning to acquire more than one design through this program is unclear. We have reached out to the service for more information.

Other services could be interested in any operational capability produced through the RIMES effort, too. TWZ regularly highlights how runway-independent drones would be particularly well-suited to the U.S. Marine Corps’ new expeditionary and distributed concepts of operations. That service is already in the process of acquiring MQ-58B Valkyrie drones from Kratos that will be able to operate from conventional runways. They will also be capable of runway-independent launches, though they will still have to land conventionally. The baseline Valkyrie design lands via parachute.

Aviation Week has reported separately today that Shield AI is looking to pitch the X-BAT to the U.S. Army as a successor to that service’s fleet of MQ-1C Gray Eagle armed drones.

In general, runway independence is of growing interest elsewhere across the U.S. military as threats to large, established bases continue to expand in scale and scope. The proliferation of various tiers of weaponized drones is a particularly significant factor in this, as TWZ just examined in detail this week in the context of the recent withdrawal of B-1 bombers from RAF Fairford in the United Kingdom. Ever more capable cruise, ballistic, and hypersonic missiles are also part of the full threat picture.

The conflict with Iran has also underscored the limits of what can be gained survivability-wise by dispersing traditional fixed-wing aircraft, especially within an existing airbase. As highlighted earlier, X-BAT could be dispersed very differently to nearly anywhere within a facility that can handle the thrust from the F110 engine in hover.

As it stands now, we are set to get our first view of a full-sized X-BAT prototype within the next few weeks as Shield AI continues to gear up for the start of actual flight testing before the end of the year.

Contact the author: joe@twz.com

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We have a significant update on the fast-moving world of Collaborative Combat Aircraft (CCA) out of Mojave, California, today. Northrop Grumman’s Talon Blue, which now has the official designation YFQ-48A, has taken to the skies for the first time. The existence of Talon Blue was first officially disclosed in December of 2025 at a media event in Mojave that we attended.

The uncrewed aircraft took to the skies over Mojave Air and Space Port, home of famed ‘bleeding-edge’ airframer and Northrop Grumman subsidiary Scaled Composites, which built the aircraft. A release from Northrop Grumman reads:

“MOJAVE, Calif. – Oct. 3, 2026 – Northrop Grumman’s (NYSE: NOC) YFQ-48A Talon Blue completed its first fully autonomous flight, including taxi, takeoff, in-flight maneuvers, and landing. Developed through company investment, Talon Blue combines modular design and advanced manufacturing to lower cost and support faster production without compromising mission capability. The flight builds on Northrop Grumman’s seven decades of autonomy experience and more than 500,000 autonomous flight hours, with lessons from Talon Blue informing future autonomous systems. 

Details on YFQ-48A Talon Blue:  

• Talon Blue is part of Northrop Grumman’s internally-funded Project Talon portfolio focused on accelerating the development of mission-ready autonomous airpower capabilities.  
• Manufacturing and design innovations cut part count and overall weight, lowering cost and enabling faster production to meet growing demand for autonomous systems.  
• Designed with flexible operational concepts in mind, Talon Blue’s high air intake, wide wheelbase and integrated weapons bay support a wide variety of mission needs for U.S. and allied partners.

Craig Woolston, vice president and general manager, research and advanced design, Northrop Grumman: “Our customers made it clear they need autonomous systems that can be fielded faster and more affordably without sacrificing mission effectiveness. We listened. Talon Blue’s first flight is one step toward a new generation of autonomous capabilities. Every flight and lesson strengthens our broader autonomy work and sharpens what comes next.” 

While the Talon Blue aircraft draws most of the attention, Northrop Grumman has put great emphasis on its back-end autonomy development ecosystem, which includes its purpose-built Model 437 demonstrator aircraft, now under the Talon IQ badge (formerly Beacon).

Talon Blue is entering a growing field of CCA offerings, with extremely intense competition, that are primarily aimed at equipping the USAF with its next CCA acquisition of hundreds of aircraft known as Increment 2, for which the requirements remain undefined. Currently, the USAF has moved its YFQ-44 from Anduril and its YFQ-42 from General Atomics, both of which are deep in flight testing, into production. Boeing’s MQ-28 Ghost Bat is another serious CCA contender and perhaps the most mature of all, while Lockheed Martin has its tailless Vectis, and on the lower end, Kratos’ FQ-58 Valkyrie continues to evolve and rack-up flight hours. Many more types are on the horizon, including those from new players and globally from foreign manufacturers.

With the loss of the F/A-XX next-generation naval fighter program to Boeing, Northrop Grumman winning a contract from the U.S. services for Talon Blue has become more important. Doing so would get the company back into the Pentagon’s tactical air combat portfolio. As we have discussed for years, advanced uncrewed tactical systems are set to be less risky and potentially more lucrative than traditional fighter programs as air combat rotates to predominantly uncrewed capabilities and mass production of them. Beyond U.S. needs, the demand for CCAs is likely to explode internationally in the coming years, so programs like Talon Blue could find success elsewhere if the Pentagon goes another direction, but getting the U.S. armed services’ stamp of approval and the scale of production that comes with it would surely help there too.

Author’s note: A big thanks to our friend @Task_Force23 for providing us with great photos for this story.

Contact the author: Tyler@twz.com

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NASA Administrator Jared Isaacman has left something of a mystery hanging in the air after showing the silhouette of an aircraft that immediately drew comparisons to the famed SR-71 Blackbird during a recent speech. Isaacman pushed back on a direct link to the SR-71, but said his agency is working hard to get “back in the business of flying high and fast again.”

The silhouette, accompanied by the tagline “Rebuilding our X-plane portfolio,” was among the backdrops for Isaacman’s remarks at the annual All-In Summit in Los Angeles, California, last week.

The SR-71’s iconic shape is defined by its long, sword-like profile, pronounced chines, and deeply swept wings, and huge spiked engine nacelles with canted fins on top. Its distinctive geometry is reflected in the silhouette, which shows a broad, highly blended aircraft from an unusual head-on angle.

“In the service of the first A [aeronautics] in NASA, we are rebuilding our X-plane fleet. The X-59 is researching quiet supersonic flight, but it’s just the beginning,” the head of NASA told attendees. “As NASA recommits to flight test and works alongside industry to push the boundaries of airframe and propulsion design, it will not be long before NASA once again is flying as high and as fast as we had in decades past, and then even more.”

Isaacman’s full speech at the All-In Summit, as well as his remarks during a live interview that followed immediately afterward, are contained in the video below. The high-speed aircraft silhouette is first seen at around the 12:40-mark in the runtime, and is then further discussed at around the 28:39-mark.

Chamath Palihapitiya, co-host of the All-In Podcast and one of the hosts of the summit, asked Isaacman directly about the silhouette during the fireside chat after his speech.

“You showed a picture of the [SR-71] Blackbird up there,” Palihapitiya said at one point, before Isaacman interjected.

“You sure that’s a Blackbird?” Isaacman said.

“Well, ok. What was that picture you showed up there?” Palihapitiya asked.

“Like I said, NASA is getting back in the business of flying high and fast again,” Isaacman said in response, and declined to further elaborate.

Whether or not the silhouette reflects a real design that is in development now is unclear. TWZ has reached out to NASA for more information.

Though the Mach-3+-capable SR-71 is primarily remembered as a Cold War-era intelligence-gathering aircraft, NASA operated several Blackbirds in support of aeronautical research efforts for years. The agency was actually the last operator of the type, flying SR-71s until 1999.

Lockheed Martin openly pitched a successor to the SR-71, dubbed the SR-72, in the late 2010s. There was even talk of building a flying fighter jet-sized demonstrator to prove out key technologies.

Discussion about the SR-72, or a further evolution of that concept, resurfaced in the early 2020s after Lockheed Martin helped craft a fictional hypersonic aircraft called Darkstar for the blockbuster movie Top Gun: Maverick.

Exactly where Lockheed’s SR-72 ambitions sit today is unclear. After talking constantly about the potential program for a number of years, it went silent, which could indicate the program had moved forward deep in classification.

NASA has worked with other supersonic and hypersonic X-planes in the past, as well. This includes reusable space planes, as well as aircraft designed to fly within the Earth’s atmosphere.

“I mean, that doesn’t seem like a space vehicle. It seems like an Earth-air vehicle,” All-In’s Palihapitiya noted during his chat with Isaacman about the silhouette he showed.

“Yeah. The first ‘A’ in NASA is our aeronautics portfolio,” Isaacman said in response, before highlighting a host of contributions his agency has made to advanced military and commercial developments over the years. “You know what I want to do? I want to get back to the radical airframe and engine designs like we were always supposed to do.”

As mentioned, Isaacman also highlighted the X-59 Quiet Supersonic Technology experimental test aircraft, or QueSST, at the summit, but made clear the goal is to go well beyond that design. The QueSST jet is the centerpiece of a program now to investigate technologies that could eventually enable commercial supersonic flight over land with a substantially reduced sonic boom.

The X-59 conducted its first supersonic test flight, reaching Mach 1.1, in June. NASA’s test program aims to eventually push the aircraft up to a speed of Mach 1.4. This is significantly below the record-breaking mark of approximately Mach 3.3 that the SR-71 clocked back in the mid-1970s, but it was never designed for extreme speed as testing its sonic signature was its primary goal.

As for bringing a Blackbird back into operation for high-speed testing, which is now at the forefront of military aeronautics (and civilian to a lesser degree) after decades of being sidelined, that would be a very challenging operation. The SR-71s are long retired and have been placed in museums and other display areas. While the Pentagon could technically claw some of them back from their ‘on loan’ status, reconstituting even one of them would be a major undertaking as the entire support ecosystem that once sustained them has been gone for decades. Still, having a Mach 3+ capable jet for testing would be a highly relevant tool in a new age of high-speed flight exploration.

On the other hand, building a new test aircraft that aims higher and faster than the SR-71, but may be based on its ‘DNA,’ is certainly possible. Such an aircraft could leverage material science, avionics, flight controls, and engines that are seven decades more modern than its progenitor. Technology demonstrators in this class could also already exist in the classified domain. NASA could possibly assume ownership of one after the Pentagon declassifies it, as well.

Regardless of how such an exotic aircraft is obtained, one of the biggest differentiating factors could be that a NASA aircraft is piloted by a human onboard, instead of it being a drone, but an uncrewed aircraft is possible too.

Isaacman has been very open about its interest in and support for new X-plane developments. On only his second day on the job, in December of last year, he called for revamping the agency’s aeronautics program and stated that “I’d love to see an expanded X-plane portfolio” during a town hall with NASA staff.

“If NASA has a healthy X-plane portfolio, we should be flying experimental aircraft so routinely that the second flight of a single X-plane is not newsworthy,” he wrote in a post on X in March of this year. “For example, the two NASA X-29 aircraft flew 422 flights between 1984 and 1991. That period also overlapped with the development of two X-31 aircraft, which together flew about 580 times.”

NASA’s proposed FY2027 budget also spelled out rapid, cost-effective flight experimentation as an explicit priority. Budget documents specifically highlight work toward new advances in supersonic and hypersonic flight technologies “that will revolutionize air transportation, strengthen national security capabilities, and position America to lead the future of high-speed flight,” as well.

Furthermore, in April, NASA outlined a new Aeronautics Flight Accelerator (AFA) initiative. At that time, the agency put out a call for “input on technologies, concepts, and flight test campaigns suitable for cost shared maturation leading to flight within the next three years.” Stated areas of interest included “subsonic (including vertical lift), supersonic, and hypersonic flight technologies.”

It is important to reiterate that we still do not know whether the silhouette Isaacman showed at the All-In Summit represents an active development effort and, if so, how mature it might be. Government agencies and contractors routinely use concept art to illustrate an area of research or communicate a future vision. Such artwork does not necessarily correspond to a funded aircraft, an active prototype, or even a specific configuration.

At the same time, under Isaacman, NASA is clearly pushing toward new X-planes. NASA’s X-plane programs have historically served as a way to investigate technologies that conventional aircraft programs were not prepared to risk. The resulting aircraft have explored everything from supersonic and hypersonic flight to unconventional configurations and new propulsion concepts.

At the very least, evoking the visual legacy of the SR-71 Blackbird, coupled with Isaacman’s comments, provides a clear indication that NASA is interested in returning to the high-speed flight regime as part of its future plans.

Update: 2:04 PM ET –

NASA has now provided TWZ with the following statement in response to our queries for more information:

“NASA has a long history of building and flying experimental aircraft that push the boundaries of what is possible. As Administrator Isaacman has said, we want to see more X-planes flying in the years ahead, developing the technologies that will allow us to fly higher, farther, and faster than we have in decades. We look forward to sharing more as those efforts progress.“

Contact the author: thomas@thewarzone.com

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General Atomics has given us the first look at its FQ-42 Vengeance Collaborative Combat Aircraft (CCA) drone flying in formation with crewed fighters. The U.S. Air Force is continuing to expand crewed-uncrewed teaming and other testing of the FQ-42, as well as Anduril’s FQ-44 Fury, as it aims to start fielding both types around the end of the decade.

The newly released picture from General Atomics’ Aeronautical Systems, Inc. division (GA-ASI), seen at the top of this story, shows an FQ-42 in flight together with an F-35A Joint Strike Fighter and an F-15E Strike Eagle. The company has also disclosed the delivery of another Vengeance drone to the Air Force, this time to the service’s main drone operations hub at Creech Air Force Base in Nevada.

“The FQ-42 that arrived at Creech will continue regular test and evaluation operations with the Air Force aimed at experimentation with the new aircraft,” according to a press release GA-ASI put out today. “Previous efforts with Vengeance and other GA-ASI jets, including [the] XQ-67A Off-Board Sensing Station and MQ-20 Avenger – have found the trio of combat jets flying in various scenarios that push the boundaries of combat aviation. GA-ASI’s jets have flown semi-autonomously and autonomously with various AI pilots and under collaborative control of human fighter pilots operating F-22 Raptor and F-35 Lightning II jets.”

GA-ASI has previously confirmed that the XQ-67A, an earlier experimental drone TWZ was first to report on, served as a prototype for the development of the FQ-42. The Air Force’s F-22s also look set to be the first operational airborne controllers for USAF CCAs.

As mentioned, the Air Force is steadily working to broaden the scale and scope of testing involving the FQ-42 and FQ-44 to include more and more operationally relevant scenarios. Both types are set to make their first appearance at a large-force employment (LFE) exercise in December, offering a valuable new opportunity for deeper and more realistic integration with crewed fighters.

The Air Force otherwise continues to lay the groundwork for future CCA operations, including through a major round of testing at Creech in July, which TWZ was first to report on. The service is heavily focused now just on figuring out how the drones will be deployed, launched, recovered, supported, and otherwise operated on a day-to-day basis. A dedicated test squadron called the Experimental Operations Unit (EOU), established at Nellis Air Force Base in Nevada, has been leading those efforts.

Work is also underway to demonstrate tactical capabilities, such as the FQ-44 launching an AIM-120 Advanced Medium-Range Air-to-Air Missile (AMRAAM) for the first time earlier this year.

New test footage: first missile shot from YFQ-44A.

YFQ-44A executed an end-to-end, beyond-line-of-sight strike against a simulated target.

The test, executed out of @EdwardsAFB, represents an important step in turning CCA into an operational capability. pic.twitter.com/70cRIs6uXJ

— Anduril Industries (@anduriltech) July 15, 2026

“We’re on path right now to do our air-to-air shot coming up here in the near future,” Mike Shortsleeve, Vice President for Strategy Business Development at GA-ASI, told TWZ‘s Jamie Hunter on the floor of the Air & Space Forces Association’s (AFA) 2026 Air, Space & Cyber Conference last week.

Last week, GA-ASI separately announced a new demonstration of semi-autonomous air-to-air combat capability involving crewed F-5AT Advanced Tiger jets belonging to private adversary air contractor Tactical Air Support, Inc. and an unspecified “CCA test aircraft.” The company did use a picture of an Avenger drone to illustrate the press release. The F-5s and the CCA surrogate were equipped with infrared search-and-track sensors (IRST) during the testing.

“The live exercise proved that a CCA and a manned fighter can collaborate to fuse sensor data from AMS-GRA-compliant sensors to track, engage, and eliminate an airborne target while using a Beyond Line of Sight (BLOS) data link to accomplish seamless coordination between the two aircraft,” according to the GA-ASI release.

“The demonstration utilized BLOS communication between the CCA and the airborne F-5, enabling the Advanced Tiger to send data about targets from an AMS-GRA-compatible system. These commands were relayed to the CCA’s TacACE [Tactical Autonomy Ecosystem software] system,” the release added. “This flight showed that many companies’ platforms can interoperate using the plug-and-play government reference architectures ecosystem. The U.S. Air Force isn’t locked into using a single vendor or system.”

GA-ASI has previously demonstrated the ability of MQ-20s flying with podded IRSTs to detect and track aerial targets semi-automatically. Generally speaking, IRSTs look set to be an important sensor for future CCAs, and are particularly relevant in the air-to-air role. As we have written in the past:

IRSTs are especially valuable for helping spot stealthy targets with features designed to reduce their radar cross-sections since they detect and track infrared emissions. By extension, IRSTs are also immune to radio frequency electronic warfare jamming. As passive sensors, they do not emit their own signals that could alert a target to the fact they are being tracked, either. IRSTs can still be used to cue or otherwise be linked to other sensors, including active electronically-scanned array radars. Fusing data from multiple sources can provide higher fidelity tracks of multiple targets, as well as improved situational awareness overall.

Air-to-air combat is expected to be the primary mission set, at least initially, for Air Force CCAs. At the same time, an air-to-ground role for the FQ-42 and FQ-44, and/or other future CCA-type drones the Air Force might acquire, is emerging on the horizon. Anduril has already fit-checked a variety of air-to-ground ordnance on Fury.

As it stands now, the Air Force is looking to have its first operational CCAs in service toward the end of the decade. The service is also presently aiming to have a total fleet of at least 500 CCAs of all types by 2032.

“If we can’t be ready, then certainly you’re not going to have the forces that you need and the numbers that you need going forward. This signifies that mass is certainly important again, but also autonomy is just as important,” General Atomics’ Shortsleeve told us last week in talking about the Air Force’s CCA fleet size target. “So the ability to have these autonomous systems, whether they’re bringing in additional weapons, sensing capability, whatever it is, all of those working in a collaborative environment, whether it’s manned, unmanned teaming, or unmanned and unmanned capabilities, that right there is what’s going to help the warfighter in the future.”

“And when we say autonomy, it’s not just strictly this is going to go off and do its own thing. It’s going to be directed,” he added. “Whether it’s on the ground, in the air, [it] makes no difference to the system itself. It’s going to work hand-in-hand [with humans]. So that human-machine teaming, that’s what they’re really focusing on. There is figuring out how to best use this capability in the advancement of actually having to employ it in [the] real world.”

Though just flying in formation is very different from collaboration with a high degree of autonomy, the new picture of the FQ-42 together with the F-35A and the F-15E is a window into the future teamed operations the Air Force is hoping to build.

Contact the author: joe@twz.com

The post General Atomics FQ-42A Vengeance CCA Now Flying Together With USAF Fighters appeared first on TWZ.

Senior U.S. Air Force leaders in Europe say NATO allies are increasingly looking to participate in the development and employment of collaborative combat aircraft (CCAs), even as several of those same countries pursue their own indigenous fighter and drone programs. American commanders say they are looking forward to CCAs expanding the alliance’s overall capacity, and are already pushing for such systems to work together from the outset.

Speaking yesterday at the Air & Space Forces Air, Space and Cyber Symposium that TWZ is attending, Lt. Gen. Jason T. Hinds, commander of U.S. Air Forces in Europe, U.S. Air Forces Africa, and NATO’s Allied Air Command, and Chief Master Sgt. Joshua J. Wiener, USAFE-AFAFRICA’s command chief, discussed how the command is preparing for an eventual European role in the U.S. Air Force’s planned fleet of hundreds of CCAs.

The issue is particularly significant for USAFE, which operates a fraction of the fighter force it maintained in Europe during the Cold War, even as many of its NATO allies contend with shrinking fleets of crewed combat aircraft. This comes against a backdrop of deepening tensions with Russia and the emergence of new kinds of threats. Autonomous aircraft that can augment crewed fighters could provide the alliance with additional combat mass without requiring a corresponding increase in the number of crewed aircraft and personnel permanently based in Europe.

“I’m excited about what CCAs have in store for the Air Force,” Hinds said, pointing to recent comments from the Secretary of the Air Force Troy Meink, including the aim of having at least 500 CCAs in service by 2032.

He added that European interest in these kinds of platforms is already growing.

“I think you’re going to see a lot more interest from other nations inside Europe about what is America doing with CCAs and how they can join this party, if you will,” Hinds said.

Germany is “heavily involved,” he said, while Scandinavian countries and the Netherlands are also showing interest.

In the case of Germany, we have previously explored how that country is looking to procure CCAs by 2029. Sweden, too, recently unveiled a concept for a high-end, stealthy CCA-type drone, while the Dutch are looking to become more closely alligned with U.S. Air Force CCA efforts.

USAFE is currently using two broad operational scenarios to explain to allies how CCAs could fit into NATO’s force structure.

The first is defensive. A CCA could operate as part of an integrated air and missile defense network, potentially engaging one-way attack drones or cruise missiles without the need for expensive crewed fighters.

The second is offensive. In that scenario, autonomous aircraft could help suppress or destroy integrated air defense systems and potentially attack fielded forces during an effort to repel a hostile incursion into NATO territory.

Allies are interested in both missions, Hinds said, and want the ability to incorporate CCAs into their own force designs. Interestingly, only yesterday, Anduril shared photos of its YFQ-44A Fury configured with air-to-ground weapons, underscoring the fact that the CCA could take on an air-to-ground role in the future in addition to its current air-to-air focus.

That kind of interest has already prompted work at the NATO level. Hinds pointed to a study by the Joint Air Power Competence Center, the alliance’s airpower think tank based in Kalkar, Germany, examining how NATO members could employ CCAs in a modular fashion, including issues such as sustainment, training, and exercises.

“It was a pretty long paper, but the nations wanted it,” Hinds said.

Initial experimentation is expected to take place in the United States, but European experimentation could follow, including by Sweden and potentially other NATO members.

At the same time, European countries are not simply waiting for an American CCA to arrive.

The United Kingdom has launched its own Storm Fighter CCA program. Germany is pursuing a separate loyal-wingman effort, while the United Kingdom, Italy, and Japan are meanwhile jointly embarked on the Global Combat Air Program, or GCAP, which is intended to produce the Tempest next-generation crewed fighter and associated uncrewed systems.

The proliferation of national programs raises an obvious question: How does NATO prevent a growing fleet of autonomous aircraft from becoming a collection of incompatible national systems?

Hinds said the answer starts with commonality.

“The first and foremost thing is we want to strive for commonality,” he said. “Commonality means we don’t even have to worry about interoperability.”

Where common equipment is not possible, however, USAFE wants interoperability built into national systems from the beginning.

“Interoperability by design” is the preferred approach, Hinds said, with NATO data standards and other requirements incorporated before a system enters service rather than retrofitted later.

The good news for USAFE is that NATO already has extensive experience establishing common standards for interoperability, covering everything from tactics and procedures to communications, datalinks, weapons employment, and other technologies. That existing framework gives the alliance a foundation for integrating increasingly diverse national systems without requiring every member to field identical equipment.

Hinds did warn that some countries have previously acquired equipment that was not compatible with NATO systems, leaving them with the choice of paying to modify their own equipment or forcing the alliance to adapt its systems around it.

That problem becomes particularly important as autonomous aircraft are connected to increasingly complex sensor and weapons networks. Even more important is the requirement for a baseline command-and-control network for CCAs themselves, allowing different platforms to manage them seamlessly.

The ability to share and control CCAs across a complex battlespace is already emerging as both a major opportunity and a significant integration challenge. The U.S. Air Force and Navy, for example, have made clear that their respective CCAs are being developed with the ability to be controlled seamlessly across services, pointing toward a future in which autonomous aircraft need not remain tied to the service or platform that launched them.

Hinds described a potential kill chain in which an F-35 detects a target, passes the information to another node in the network, and a ground-based system operated by another NATO country ultimately launches the weapon.

In such an architecture, the aircraft, sensor, command-and-control network, and weapon do not necessarily have to belong to the same country.

As an example, Dutch F-35s, operating in Europe, have used a data-exchange system to transmit targeting coordinates to Israeli-made PULS (Precise and Universal Launch System) rocket artillery. The system, developed by Lockheed Martin is known as Keystone, and you can read more about it here.

USAFE is making “significant advances” in areas including cross-servicing, cross-loading, and cross-flying allied aircraft, Hinds said, all of which are intended to make multinational operations more seamless.

The same philosophy applies to weapons.

“We want to have all the fires, right? Whether it’s U.S. built or built inside European nations,” Hinds said.

That could prove increasingly important as European countries expand domestic production of missiles, drones, and other weapons alongside their aircraft programs.

The growth of GCAP and other European defense programs comes amid broader debate over how much Europe should depend on U.S. military equipment.

But Hinds rejected the idea that allies developing indigenous aircraft and autonomous systems necessarily signals a move away from American equipment.

“No, I don’t,” he said when asked whether allies were moving away from U.S. systems.

Instead, Hinds characterized the trend as an expansion of the transatlantic defense-industrial base.

Sweden was one example he cited. The country, which recently joined NATO, continues to produce new military equipment, including Gripen fighters, while those aircraft are already being operated by NATO members.

Swedish Gripens are currently leased to Hungary, and other countries are considering the aircraft, Hinds said.

The broader trend toward co-manufacturing and co-production is also something he welcomed.

“I’m seeing a lot of discussions about co-manufacturing and co-production, and I welcome those discussions as well,” Hinds said.

That approach could become increasingly important as NATO tries to expand its available combat power without relying exclusively on additional U.S.-built platforms.

For USAFE, the objective is to ensure that whatever aircraft NATO countries develop or purchase can plug into a common architecture, sharing data, receiving targeting information, drawing on common logistics networks, and contributing weapons effects across national boundaries.

For a U.S. Air Force command that has spent decades trying to cover Europe with far fewer fighters than it once had, hundreds of autonomous wingmen, whether American-built or allied, could provide a significant way to generate additional combat mass.

Senior U.S. Air Force officials are now working to ensure that the networking, weapons integration, logistics, and command-and-control architecture will be in place once those aircraft start to come online.

Contact the author: thomas@thewarzone.com

The post How The USAF Is Preparing For European Allies To Join The Collaborative Combat Aircraft Club appeared first on TWZ.

It is stunning to see the impact the USAF’s Collaborative Combat Aircraft (CCA) program has made on discourse surrounding the future of the Air Force since it was officially announced. There is still much to prove regarding the concept, but testing is accelerating and the USAF now plans on buying 500 CCAs by 2032. At the same time, the USAF is now hunting for a successor to the MQ-9 Reaper, with plans on procuring hundreds of those drones, as well, by early in the next decade.

With all this in mind, TWZ’s Jamie Hunter talked to Mike Shortsleeve from General Atomics on the show floor at Air, Space & Cyber 2026. The two discussed the latest progress for the company’s newly-named FQ-42 Vengeance Collaborative Combat Aircraft, as well as General Atomics’ new Wildfire platform designed to address the lower-cost Massed Modular Aircraft program that could replace the company’s iconic MQ-9 Reaper.

Check out the interview below or at the top of this post.

Contact the editor: Tyler@twz.com

The post FQ-42 Vengeance Fighter Drone Program Update appeared first on TWZ.

U.S. Air Force Collaborative Combat Aircraft (CCA) are set to take part in a large-force employment (LFE) exercise for the first time later this year. Sending CCAs to the next iteration of the Emerald Flag test exercise is another important new stepping stone toward fielding the drones operationally.

“We have not yet done a LFE with these [CCAs], for real. The first one is going to be Emerald Flag. That’s in December,” Lt. Col. Lyndon “OTTO” Bartlett, Director of Operations for the Experimental Operations Unit (EOU) at Nellis Air Force Base in Nevada, said earlier today. “That’ll be our first tip dip of the toe in an actual force integration.”

Bartlett was speaking during a panel at the Air & Space Forces Association’s (AFA) 2026 Air, Space & Cyber Conference, at which TWZ is in attendance. The EOU has been leading Air Force efforts to lay the groundwork for future CCA operations. The unit has already been conducting various types of testing using prototypes of the General Atomics FQ-42A Vengeance and Anduril FQ-44 Fury. The Air Force announced in June that its initial operational CCA fleet would consist of a mix of FQ-42s and FQ-44s.

The Air Force’s 96th Test Wing at Eglin Air Force Base in Florida first began hosting Emerald Flag exercises in 2020. The exercise series has historically focused heavily on demonstrating new and improved aerial networking architectures and other command and control capabilities, which will be especially critical elements for future CCA operations. Emerald Flag, with its not purely limited to the air domain, is often tied in with other large force test exercise series. Other branches of the U.S. military regularly take part, as well.

It is worth noting here that Boeing’s MQ-28 Ghost Bat, a CCA-type design, did take part in Valiant Shield 26, another LFE exercise, earlier this year. The EOU was also involved. However, the MQ-28, originally developed for the Royal Australian Air Force, is not officially part of the Air Force’s CCA program at present.

Emerald Flag in December “will, in OTTO’s mind, be the first time that we will ever do some CCA end-to-end chain [demonstration] live. That’s the first time we’ll ever be integrated in a fourth- and fifth-gen combined OCA [offensive counter air] push,” Lt. Col. Bartlett added. “It’ll be small, but those type [sic] of building blocks are where I think you get the intangibles like trust in the CCA.”

“Those learnings are going to be just as valuable as the technical, [like] does the radio work properly? Does the button I push to say ‘target’ work properly?” he continued.

U.S. military officers, including tactical jet pilots, regularly talk about the critical need for trust in autonomous systems to perform as expected when directed in future operations. Establishing that trust, and doing so in real-world environments, is seen as foundational to answering larger outstanding questions about how CCA-type drones will be deployed, launched, recovered, supported, and otherwise operated, let alone employed tactically.

The EOU, together with other partners within the U.S. military and industry, have been working for years now to validate and improve autonomous capabilities in the virtual realm, and then test in more limited real-world contexts. Virtualized testing does offer immense benefits for rapid iterative development of the underlying software ahead of live demonstrations.

“If it’s in a simulated environment, it’s immediate,” Lt. Col. Bartlett said during the panel when asked about the “feedback loop” in testing the EOU is already taking part in. In that environment, “when the mission autonomy iterations are happening, our guys are literally with the programmers … They give the feedback, and if it’s possible to do immediately, they take that feedback. If not, then they work on it on the next turn of the software.”

Real-world testing, of course, offers opportunities to explore additional aspects of future CCA operations, including when it comes to loading weapons and maintenance. A key component of the Air Force’s vision for CCA employment is being able to forward deploy the drones to far-flung locations, including airstrips with limited infrastructure and access to logistics chains. Rapid, distributed deployments like this are central to still-evolving concepts of operations currently referred to collectively as Agile Combat Employment (ACE). The EOU has been involved in at least two rounds of ACE-focused testing this year, one at Edwards Air Force Base in California in April and another at Creech Air Force Base in Nevada in July. TWZ was the first to report on the latter event.

During the panel today, Lt. Col. Bartlett also talked more generally about work EOU has done to date. This has included exploring “sortie generation, how easy they are to maintain, [and] how small a footprint could be.”

“We’ve been pleasantly surprised. The jets are extremely easy to maintain,” he continued. “We’re at a one-to-one maintainer-to-airplane ratio, which is crazy small.”

With “CCAs, [it] seems like because they’re a little bit simpler, because their role is so focused, what we found is that just about any – not just about, but we found that any AFSC [Air Force Specialty Code; alphanumeric codes used to identify specific jobs within this service] can be trained to generate sorties to load weapons, and we’ve done some of those things already,” he further explained. “It’s our job to bring them [CCAs] out and make sure that, beyond the technical specifications of it, that we’re kind of experimenting with the more complex things like logistics, and C2 [command and control], and how do we battle manage these things.”

The head of the EOU did acknowledge challenges that still have to be surmounted. This notably includes hurdles currently imposed by Federal Aviation Administration (FAA) regulations on the operation of fully uncrewed aircraft, even by the U.S. military, within U.S. airspace. This is further compounded by the explicit intention to operate CCAs with far more minimal human engagement compared to most existing drones.

“Mission autonomy is going to be the secret sauce that lets these things become decisive or not, and we’ll know that over the next couple years as that develops,” according to Bartlett. “If I were to identify the two biggest problems from the trenches of the EOU, [one] is FAA integration or policy implications to an autonomous airplane.”

“So these things don’t have pilots. They’re not RPAs [remotely-piloted aircraft]. They’re not manned fighters. They have no pilots,” he continued. “Our system is not set up for that, and that is a challenge that we are finding extremely hard to navigate through, and to not go around, but to make a policy.”

“We need to make sure the Air Force is ready for these things, to set policies that make sure the enterprise and the country is [sic] ready to receive these, and internalize an autonomous fighter that does not have a pilot that is running on a mission autonomy agent that doesn’t listen to ATC [air traffic control],” he added.

The second problem, per Bartlett, is making sure the Air Force develops new internal policies and doctrine that are not “copy and pastes from old regulations” that do not take into account the specific nuances that CCAs will bring. What the service needs is “something that enables us to move quickly with these things, to weigh what we need, and to experiment with novel types of air superiority.”

All of this circles back to the discussion of trust in autonomous capabilities. It also speaks to the potential for future operations where CCAs could operate far more independently.

“It’s in the name that they’re collaborative,” Bartlett said. “Taking them out of that could technically be effective, but would not enhance the joint force the way that we see a collaborative, integrated force package to be.”

“What we need autonomously to do is written down. I won’t discuss the particulars in this forum, but we know what we need it to do, or we know what we think it really needs to do,” he noted. “We’ve structured our experimentation game plan to analyze ‘can it do those things?,’ and if not, then how do they need to be different? And then as they iterate on it, which we’ve already seen a couple times, we get that at the EOU, we get the new version down, we fly it again. Is it fixed? Yes or no.”

Some members of industry are clearly envisioning futures with different definitions of ‘collaborative’ that could lean more toward independent operations involving highly autonomous drones.

What “the whole entire program is trying to do is [figure out] what is the requirement to put out into the field to get to the warfighter and to start operating this thing this [sic; in] real time?” Robert “Otis” Winkler, Vice President of Corporate Development & National Security Programs at dronemaker Kratos, another one of the panelists, said. “The collaborative part of this makes it a much easier, I think, technical problem to be able to limit and grow the autonomy as you field this.”

“I think eventually we may see these aircraft utilized as collaborative aircraft, but not in conjunction with your traditional pulsed operation, but in support of that pulsed operation when the pulse isn’t there yet. But I do think that that is a bit of a stretch goal that’s going to be down the road.”

CCAs “have been designed really around increasing both survivability and lethality of current force packages. So there are many manned platforms that you would describe in the exact same fashion,” Jason Levin, Senior Vice President for Air Dominance and Strike at Anduril, who was also on the panel, said. He was responding here to a specific question about whether his use of the term “fighter” to describe these drones implied more emphasis on independent operations.

All of this underscores the importance of bringing CCAs to Emerald Flag in December, as well as other events in the future offering opportunities to see how the drones really fit in with other crewed platforms. The Air Force is hoping to start seeing CCAs enter operational service around the end of the decade, and have 500 of them, at least, in inventory by 2032.

During the panel today, the EOU’s Lt. Col. Bartlett made clear that “we’re going to learn a lot over the next couple years.”

Contact the author: joe@twz.com

The post USAF’s Fighter Drones To Make Debut In A Large Scale Exercise appeared first on TWZ.

New imagery shared with TWZ by Anduril shows its YFQ-44A Fury Collaborative Combat Aircraft (CCA) configured with air-to-ground weapons, underscoring the fact that the CCA could take on an air-to-ground role in the future in addition to its current air-to-air focus. Yesterday, Anduril executives revealed that the company had begun integration and fit checks for a range of air-to-ground weapons, although they confirmed to us that those weapons had not yet been flight-tested aboard Fury.

The YFQ-44A is one of two aircraft selected by the Air Force for its CCA Increment 1 program, alongside General Atomics’ YFQ-42A Vengeance. The service’s stated priority for the initial aircraft is air dominance, and Anduril says the production FQ-44 will have four external hardpoints capable of carrying four AIM-120 AMRAAM air-to-air missiles. The YFQ-44A, which currently has two underwing pylons for two AMRAAMs, has already conducted a live AIM-120 firing as part of testing with the Air Force’s Experimental Operations Unit.

The new imagery, however, points toward a substantially broader weapons envelope, with the aircraft shown carrying different air-to-ground stores on its two external stations. The weapons are shown fitted to the aircraft during a ground-based fit check, an important step in the integration process before captive-carry and, ultimately, live-release testing, if Anduril and the USAF choose to go down that route.

During a recent roundtable with reporters yesterday at the Air & Space Forces Air, Space and Cyber Symposium that TWZ is attending, Anduril’s Jason Levin, senior vice president for Air Dominance and Strike, and Erin Simpson, vice president for Strategy for Air Dominance and Strike, said the company had already begun integration and fit checks of 500-pound Joint Direct Attack Munitions (JDAM), 250-pound Small Diameter Bombs (SDB), and low-cost cruise missiles. Pods for 2.75-inch guided or unguided rockets are also seen fitted to the aircraft. In each case, the stores are mounted on a twin adaptor rack.

Furthermore, Anduril’s plans extend to testing the Fury with other air-to-air weapons and targeting pods.

Importantly, the diversity of weapons will give Fury a range of potential missions beyond high-end air-to-air combat, including counter-UAS, counter-cruise-missile, and air-to-ground or air-to-surface strike missions.

“We’ve begun integration and fit checks of a lot of other munitions,” an Anduril executive said. “We’ve done 500-pound guided bombs. We’ve done Small Diameter Bombs.”

The company said it had also begun engineering work to integrate its Barracuda 500 offering for the Air Force’s emerging low-cost cruise-missile effort.

It should be noted that giving the YFQ-44— or YFQ-42A — the ability to deliver a JDAM or SDB against a predetermined fixed target is not particularly complex. This type of austere air-to-ground capability should be relatively straightforward to add, providing a useful secondary strike function without requiring the aircraft to take on the far more demanding requirements associated with dynamic targeting or more sophisticated air-to-ground missions. This could also allow for these increment one CCAs to be used independently as air-to-ground ‘weapons trucks’ if their air-to-air assistance isn’t needed.

When the production FQ-44 arrives, it will have four hardpoints, compared with the two currently fitted to the YFQ-44A. Anduril says loading all four stations with AIM-120s for the Air Force’s air-dominance mission would reduce the range of the aircraft but would not require a larger engine or otherwise push the aircraft outside its basic takeoff, landing, climb, and flight-envelope requirements.

While the Air Force’s initial CCA requirement is heavily focused on air dominance, the same aircraft could potentially be configured for different missions by changing its external stores and sensors. Anduril is already positioning Fury as something more than a single-purpose “missile truck.”

That flexibility could become increasingly important as the Air Force considers how CCAs will be employed alongside crewed fighters. During a July Experimental Operations Unit (EOU) exercise at Creech Air Force Base, Fury flew in the same airspace as crewed fighters and other CCAs while Air Force personnel operated its Mission Autonomy system. Anduril says the aircraft has also flown in formation alongside F-35s, although the fighters were not yet controlling Fury.

The company is now working toward what it calls “quarterback integration,” in which a crewed aircraft will direct autonomous aircraft as part of a larger combat formation. Anduril says that work has already progressed through hardware- and software-in-the-loop environments and onto the aircraft itself, with live testing expected in the near term.

A Fury operating under the direction of an F-35 could potentially carry air-to-air missiles for counter-air missions, while other aircraft in the formation could be configured for strike or other effects. Alternatively, the same autonomous aircraft could be reconfigured for a different mission before being dispersed to another operating location. Having four pylons would also give the production Fury greater scope to undertake “swing-role” missions, flexing between prosecuting air and surface targets as required.

The July EOU exercise also demonstrated a rapid “hot reload” capability, with two Air Force personnel replacing an AIM-120 on a running Fury and reducing the turnaround between sorties to single-digit minutes. The demonstration was intended to show how CCAs could be rearmed and returned to the fight without the large maintenance and ground-support footprint associated with traditional combat aircraft. This will be vital as the Air Force integrates CCAs into its Agile Combat Employment concept, in which the drones can be dispersed across multiple operating locations rather than relying on a single large ground footprint.

Also speaking yesterday at the Air & Space Forces’ Air, Space and Cyber Symposium was Air Force Chief of Staff Kenneth Wilsbach, who confirmed that the service hasn’t necessarily made any decisions on Increment 2 of the CCA program yet, but it could include air-to-ground capabilities.

“We’re going through some thought processes about what Increment 2 should be able to do. Increment 1 is air-to-air, so do we want air-to-ground? Maybe, maybe not. Do we want it to have more sensors? Do we want it to be a lot cheaper? Do we want it to be more attritable or expendable, or do we want it to be more exquisite? Do we want shorter range or longer range? Do we want something that can be dropped from another platform, or does it take off and land by itself?”

“These are all considerations,” Wilsbach continued. “It’s still a bit early to make any definitive decisions on that, especially before we really get our hands on the current Increment 1 aircraft and learn from them.”

It’s also important to note that export customers for Fury may demand an air-to-ground capability set, especially if they will only be buying a limited number of CCA types. Having this option ready to go is relevant to prospects beyond the U.S., which are certainly growing.

Fury’s air-to-ground weapons work is part of a broader effort to make the aircraft a flexible combat system rather than simply an uncrewed air-defense adjunct for crewed fighters. The Air Force’s immediate priority may be air dominance, but the weapons integration underway suggests that the same four hardpoints could eventually support a much wider range of missions. This weapons flexibility could ultimately be central to the broader CCA concept, especially as the Air Force works out what it wants Increment 2 to deliver.

Contact the author: thomas@thewarzone.com

The post YFQ-44A Fury Has Been Fit Checked With Air-To-Ground Munitions appeared first on TWZ.

Anduril’s YFQ-44A Fury Collaborative Combat Aircraft (CCA) has already flown in formation alongside F-35 fighters during U.S. Air Force testing, company executives have revealed, offering the clearest indication yet that live manned-unmanned teaming work with the fifth-generation fighter is underway.

The disclosure came during a briefing by Anduril executives Jason Levin, senior vice president for Air Dominance and Strike, and Erin Simpson, vice president for Strategy for Air Dominance and Strike, at the Air & Space Forces Air, Space and Cyber Symposium that TWZ is attending. The executives said the Fury flew alongside F-35s during a July exercise conducted with the Air Force’s Experimental Operations Unit (EOU) at Creech Air Force Base, Nevada. You can read more about that event in our past reporting here.

“We’ve already started flying in formation alongside crewed. I can even say fifth-gen fighters. F-35,” Levin said.

The testing is an important step toward the Air Force’s broader vision for its Collaborative Combat Aircraft program, in which relatively inexpensive autonomous aircraft are intended to operate alongside and support crewed fighters in contested airspace.

The executives stressed, however, that the F-35 was not yet controlling the Fury during those flights.

“But they’re not controlling it from the crewed fighter yet,” Levin said. “Not yet.”

Instead, the July testing involved Fury operating under its Mission Autonomy system while sharing airspace with crewed fighters, other CCAs, and other aircraft. Anduril says Air Force personnel were able to operate the autonomy system without Anduril personnel directly running the aircraft, although company personnel remained on site in a supporting role.

The company described the progression toward direct manned-unmanned teaming as a “crawl, run, build-up” process.

Anduril says it has already begun work on what it calls “quarterback integration,” referring to the ability for a crewed aircraft to direct or task autonomous aircraft. That work has been conducted in hardware-in-the-loop and software-in-the-loop environments as well as on the Fury itself.

“Most of those events will be coming up here in a matter of weeks or months,” Levin said when asked about the timeline for the first quarterback integration with Fury.

Asked whether those events would involve live flying, the answer was unequivocal: “Yes.”

Exactly how an F-35 would control Fury remains part of that ongoing development effort. The executives pointed to work involving integration of the appropriate human-machine interfaces, primarily including tablet-based control from the crewed fighter, at least at first.

The distinction between flying alongside an F-35 and being controlled by an F-35 is important. The former demonstrates that Fury’s aircraft and autonomy systems can operate safely in the same battlespace as a fifth-generation fighter. The latter would represent a much more significant demonstration of the operational concept behind CCAs: allowing a single crewed fighter to employ and manage additional autonomous aircraft as part of a larger force.

Anduril’s July testing went beyond simple formation flying. The company said Fury was conducting Mission Autonomy flights using live sensor data and was operating in airspace shared with crewed fighters and other CCAs. Air Force operators reportedly conducted both relatively basic route and pattern work and more representative tactical scenarios.

The Fury’s work with the Air Force’s Experimental Operations Unit has progressed through two increasingly ambitious phases. During the first exercise in April at Edwards Air Force Base, Air Force personnel were trained to operate the aircraft and were able to launch and recover it using Anduril’s compact Menace-T setup, essentially a pair of ruggedized cases and a laptop rather than a conventional ground-control station.

By the second exercise, conducted at Creech in July, the Air Force had reduced the manpower and infrastructure required further. A single EOU operator could launch and recover the aircraft after only hours of training, while Air Force personnel independently operated Fury’s Mission Autonomy. The aircraft also flew in airspace shared with other CCAs, while the exercise demonstrated disaggregated operations and a rapid “hot reload” in which two operators replaced an AIM-120 AMRAAM with the engine running, reducing the turnaround between sorties to single-digit minutes.

The July exercise also included a live weapons demonstration that Anduril characterized as a complete end-to-end kill chain rather than simply a captive-carry or basic weapons-release test. The Fury launched from Edwards with a single operator and received a track generated by an external source over a beyond-line-of-sight connection. That track was ingested by Anduril’s Lattice AI-infused autonomy software system, after which the operator tasked the aircraft to engage. Fury then launched an AIM-120 AMRAAM and guided the weapon to the target. Anduril described the test as demonstrating the complete kill chain from offboard targeting information, through the aircraft’s mission systems and operator tasking, to an actual air-to-air weapons engagement.

New test footage: first missile shot from YFQ-44A.

YFQ-44A executed an end-to-end, beyond-line-of-sight strike against a simulated target.

The test, executed out of @EdwardsAFB, represents an important step in turning CCA into an operational capability. pic.twitter.com/70cRIs6uXJ

— Anduril Industries (@anduriltech) July 15, 2026

On the weapons side, the production FQ-44 is being designed around four external hardpoints, allowing it to carry four AIM-120 AMRAAMs for the Air Force’s primary air-to-air mission set. Currently, the demonstration aircraft can carry two. Regardless, the company is also pursuing a much broader weapons portfolio for Fury. Executives said they have already begun integration and fit checks for 500-pound guided bombs, Small Diameter Bombs, low-cost cruise missiles — including Anduril’s Barracuda 500 offering — other air-to-air weapons, rocket pods and targeting pods. Those integrations are intended to give Fury options beyond air-to-air combat, including counter-drone, counter-cruise-missile and air-to-ground/air-surface strike missions. Anduril stressed that these are currently integration and engineering efforts rather than claims that all of those weapons have been flight-tested from Fury. The company also said additional sensors, such as a targeting pod, could be added for some of those missions.

The executives acknowledged that some of the more advanced tactical capabilities remain under development and are being explored extensively in simulation. Those efforts include areas such as sensor fusion, track discrimination and tactical engagements.

The ultimate objective is an aircraft that does not require a large ground-control infrastructure or a dedicated operator for every individual sortie. As previously noted, during the July exercise, Anduril says a single Air Force operator was able to launch and recover a Fury after only hours of training, while other Air Force personnel operated the aircraft’s Mission Autonomy functions.

That same exercise also demonstrated what Anduril described as “disaggregated operations,” with personnel at multiple locations able to operate the same aircraft. The concept is intended to support an Agile Combat Employment-style approach in which CCAs can be dispersed across multiple operating locations rather than relying on a single large ground footprint.

The company has since delivered a Fury aircraft to the Air Force’s EOU at Creech, making it the first CCA to be permanently delivered to the unit, according to Anduril. The service is now flying the aircraft multiple times a day with what the company said is a very limited Anduril presence.

Meanwhile, Anduril says assembly of Fury airframes has already begun at its Arsenal facility, with production aircraft expected to begin coming off the line early next year. The company says it has built the facility and supply chain around a potential production rate of 150 aircraft per year, although that figure is a planned capacity rather than an existing Air Force order. Anduril executives said the company has already advanced procurement of long-lead items and worked with its Tier 1, 2 and 3 suppliers to support that rate, while also examining additional production lines. They emphasized that the current Air Force pricing is based on a substantially lower annual buy than 150 aircraft, but said the Fury’s unit cost is well below $20 million at the quantities currently contemplated. The company also says the production line is designed for relatively rapid reconfiguration, allowing capacity to be shifted between products in weeks rather than the months or years associated with more traditional aircraft production facilities.

Earlier this year, the Air Force awarded contracts for the production of FQ-44A Fury and General Atomics FQ-42A Dark Merlin drones — the latter has now been formally named Vengeance. This sets the service up to operate a split initial fleet of CCAs. As you can read about here, the Air Force is now aiming to have at least 500 CCA in service by 2032, a substantial step up from earlier plans, with the USAF having previously talked about acquiring “over” 150 of these drones by the end of the decade. The 500 target will likely include upcoming increment two CCAs, as well, the requirements of which the Air Force is still working on.

For Anduril, the next major milestone should go far beyond simply putting a Fury and an F-35 in the same formation, demonstrating that a crewed fifth-generation fighter can actually command and employ the autonomous aircraft as part of a live mission.

If Anduril’s timeline holds, that testing could begin relatively soon.

Contact the author: thomas@thewarzone.com

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The U.S. Air Force is now aiming to have at least 500 Collaborative Combat Aircraft (CCA) in service by 2032. The service also wants to have an equal number of Massed Modular Aircraft (MMA) drones to succeed its MQ-9 Reapers by that time. In terms of stated CCA force structure plans, this is a substantial step up, with the service having most recently talked about acquiring “over” 150 of these drones by the end of the decade.

Secretary of the Air Force Troy Meink shared updates on the CCA program during a keynote speech at the Air & Space Forces Association’s 2026 Air, Space & Cyber Conference, at which TWZ is in attendance. The service’s top civilian also announced that General Atomics’ FQ-42 and Anduril’s FQ-44 drones have now received official nicknames: Vengeance and Fury. This only represents a change for the General Atomics design, which the company had previously named Dark Merlin. In June, the Air Force announced that it was ordering both types into production.

“We will have autonomous fighters like the Collaborative Combat Aircraft, or CCA. We intend to have at least 500 of these in service by 2032,” Meink said in his speech. “Our intent is to field 100 MMAs in 2029 at even a lower cost than the CCAs and a fraction of [the] cost of manned aircraft we build today. Then by 2032, 500 of these [MMA] platforms will join our force.”

When it comes to CCAs, “today, the first FQ-42 and FQ-44 increments are already rolling off the assembly line,” Meink added. “They’ll be performing many of the same missions that we do with manned fighters today.”

The Air Force’s stated CCA force structure targets have fluctuated significantly in recent years. In 2023, then-Secretary of the Air Force Frank Kendall outlined plans to acquire at least 1,000 CCAs, if not more, across the life of the entire program. However, Kendall and other Air Force officials subsequently talked about a far smaller initial fleet of between 100 and 150 drones.

“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,” Meink himself said in a statement in June when the production orders for the FQ-42 and FQ-44 were announced.

The FQ-42 and FQ-44 are also being acquired under the first phase, or Increment 1, of the CCA program. At least one additional increment is planned, and could lead to orders for one or more additional types of CCA. Though it is not immediately clear, it is possible, if not probable that Increment 2 CCAs are factored into the latest 500 drone figure.

“We talk about 500 by 2032, [but] we could actually build more of them than that,” Secretary Meink also said today during a question-and-answer session immediately following his speech. The goal of the CCA program “from the get-go” was “simple aircraft that you could build fast and at a lower cost,” he continued.

“So now we’re in a situation to [sic] where we could actually build more than we can actually afford to buy,” he added.

It is unclear what the unit costs of the FQ-42 or FQ-44 are currently. The Air Force has said previously that it is targeting a price point of around $20 million apiece once full-rate production gets underway.

Beyond any fleet size target, the Air Force is still very much in the process of figuring out how future CCAs will be deployed, launched, recovered, supported, and otherwise operated on a day-to-day basis, as well as employed tactically. During today’s question-and-answer session today, Meink drew attention to a dedicated Experimental Operations Unit (EOU) the service has established to lead the process of laying the groundwork for future CCA operations. The EOU notably led a significant new round of operational testing of YFQ-42 and YFQ-44 prototypes at Creech Air Force Base in Nevada back in July, which TWZ was first to report on. The EOU supported another similar test exercise at Edwards Air Force Base in California in April.

“Getting them [CCAs] into these developmental kind of operational units, so they can start experimenting with that – familiarity breeds confidence, right?” Meink said.

The Air Force continues to make it clear that it sees its future CCA fleets as essential for providing capabilities and operational capacity necessary to succeed in future conflicts, especially a potential high-end fight against a near-peer opponent like China.

“Collaborative Combat Aircraft change how we project power and generate mass in highly contested environments,” Air Force Chief of Staff Gen. Ken Wilsbach said in a statement when the FQ-42 and FQ-44 production contracts were announced. “Delivering this capability to our warfighters faster ensures our forces maintain the tactical edge required to deter and, if necessary, defeat any adversary.”

As mentioned, the Air Force also now has plans to acquire 500 very different combat drones under the MMA program, and at a unit cost of approximately $10 million. This is also a notable increase in total planned fleet size for this effort, with a target of at least 180 airframes having been previously shared publicly.

The MMA drones are expected to conduct the same general strike and intelligence, surveillance, and reconnaissance (ISR) mission sets the service’s MQ-9A Reapers perform today. Major Reaper losses in the course of operations against Iran, compounded by significant additional attrition and deliberate divestments in recent years, are key drivers behind the MMA effort, which officially kicked off in July.

“As we saw in Epic Fury [the nickname for major combat operations against Iran earlier this year], ISR/strike platforms have been essential. We have used MQ-9 and even now the ULTRA aircraft to great effect,” Meink said during his speech today. The MMA program is “building on these lessons” and “will provide affordable, attritable, long-range strike, and we will be able to field them at scale.”

“MMA is designed to deliver the results our combat commanders need,” Chief of Staff Wilsbach said during his own separate keynote at the Air, Space & Cyber Conference today. “That’s how we stay ahead by moving quickly, investing in new tech, and delivering to our warfighters what they need to win.”

If the Air Force can meet its target of having a fleet of at least 500 MMA drones by 2032, this will be another significant boost to the service’s overall uncrewed capabilities. As of May, the Air Force had 135 MQ-9s left in inventory, and there have been more reported losses since then.

General Atomics, which developed the Reaper, has already put forward a new design called Wildfire as a potential successor. Many other companies are already lining up to submit their own proposals to meet the Air Force’s MMA needs.

Between the latest CCA force structure plans and the new MMA program, the Air Force’s fleets of combat drones are on track to look very different by 2032.

Contact the author: joe@twz.com

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