Multiple reports now say that U.S. Air Force B-1 Lancers left the United Kingdom over the weekend due to the threat of an Iranian-directed near-field drone attack broadly akin to Ukraine’s Operation Spiderweb that decimated Russian bombers. Though many specific details are still unconfirmed, this is an entirely plausible mode of attack that TWZ has been warning about for many years now.
Short- and long-range drone threats against parked aircraft have now morphed fully from theory to reality, as also demonstrated by losses in the course of the conflict with Iran, and even non-state actors are increasingly brandishing these capabilities. Despite the increasing dangers posed to planes out on open flightlines, the Pentagon continues to drag its feet on building hardened aircraft shelters and other fortified air base infrastructure.
Before the hasty and unexpected departure of the bombers on Sunday, B-1s had been deployed to RAF Fairford continuously since March, initially in support of Operation Epic Fury against Iran. A contingent of B-52s had also conducted strikes on Iran from Fairford, but left back in July. The base is a major operational hub for the U.S. military in the United Kingdom, and regularly hosts strategic aircraft, including bombers and U-2 spy planes.
Dan Rivers, U.S. correspondent for ITV News in the United Kingdom, was among the first to report on Monday that the B-1’s quick departure had been prompted by concerns about a potential Spiderweb-like drone attack ordered by Iran, citing an unnamed source. Other outlets have subsequently reported similar details, all sourced to anonymous U.S. and British officials.
Ukraine’s unprecedented Operation Spiderweb last year involved simultaneous covert near-field attacks using explosive-laden quadcopter-type drones on airbases across Russia. At least 10 Russian bombers, as well as a variety of other aircraft, all parked on open flightlines, were destroyed.
“They didn’t fly out by accident,” U.S. President Donald Trump told reporters during a gaggle at the White House on Monday when asked about why the B-1s had left Fairford. “There were some threats.”
“I can’t tell you that, but if they did, they’ll suffer greatly,” Trump added in response to a separate question about whether Iran might have managed to get weaponized drones into the United Kingdom.
“What you saw there was the Secretary of War [Pete Hegseth], out of an abundance of caution, trying to protect our guys,” U.S. Vice President J.D. Vance said during a separate press engagement on Monday. “We do feel, with some confidence, that the Iranians are – they’re trying to do what the Iranian state has done for 49 years, which is engage in acts of terrorism against the United States, and a lot of other people, as well. So, we are being extremely cautious.”
It’s also worth noting here that British authorities had arrested five men on suspicion of driving bomb-laden vans toward the base back on September 27. Those individuals were released on bail after no explosives were found in the vehicles. U.S. and British officials have also raised the possibility of an Iranian link to that incident.
“We’ve documented what happened [near Fairford] last week. I wouldn’t just directly tie that to the move that was made,” U.S. Secretary of State and National Security Advisor Marco Rubio also told members of the press on Monday. “The only reason why you guys are focused on how many planes are at Fairford is because of the threat that happened last week.”
“We have confidence in the security of all of our bases, because all of our bases are [sic] theoretically could be threatened at any moment,” he added.
Rubio’s comments notwithstanding, the remarks from Trump and Vance make clear that there was some recent threat intelligence that contributed to the decision to pull the bombers from Fairford. There are still many questions about the exact nature of the potential attacks, and how imminent, or not, the danger may have been.
Regardless, as mentioned, the prospect of a near-field drone attack on a base like Fairford carried out by actors in close proximity is extremely plausible, and the barrier to entry to such an operation is relatively low. Spiderweb may have thrust this reality into the public consciousness in dramatic fashion, but the danger well predates that operation, and even the start of Russia’s all-out invasion of Ukraine in 2022.
TWZ has been highlighting exactly these kinds of threats in the course of a decade or so now of regular reporting on drone incursions over U.S. and foreign military facilities and critical infrastructure, as well as American naval vessels operating offshore. Langley Air Force Base in Virginia and Barksdale Air Force Base in Louisiana, some of America’s most strategic airbases domestically, are among the facilities that have had to grapple with this in the past. After the Langley incident, in particular, it had become clear to the larger public what we had been reporting for many years, that the United States does not control the airspace over even its most critical military installations.
This all extends overseas, as well. In November 2024, there was a rash of drone sightings over and around several airbases in the United Kingdom, including RAF Fairford. This has been an issue more broadly in Europe in recent years, as well. This was only further underscored by an attempted drone attack on a Ukrainian An-124 at an airport in Germany in August, which authorities in that country have blamed on Russia.
New footage of yet another act of Russian terrorism on EU soil, showing the drone loaded with explosives on the tarmac at Leipzig/Halle Airport, just meters from a Ukrainian Antonov An-124 cargo aircraft.
— SPRAVDI — Stratcom Centre (@StratcomCentre) August 5, 2026
According to German authorities, the drone was carrying an improvised… https://t.co/eCZaLfz9yx pic.twitter.com/DbRz87wgIv
A drone attack on Fairford would also not necessarily have had to come from somewhere very close by. Longer-range one-way attack drones are steadily proliferating, and can be launched using a variety of methods from positions on the ground, as well as vessels at sea. TWZ explored the very real threat of sea-based drone attacks, including ones conducted covertly, and Iran’s specific ability to carry them out globally, following the leak of an FBI alert back in March.
The proliferation of lower-end one-way-attack drones has ‘democratized’ precision-guided attacks, even for non-state actors. The fielding of automated targeting capabilities, driven by developments in artificial intelligence and machine learning, is also becoming more and more widespread. That technology will soon enable these weapons to find and strike even moving targets on their own. Even without anyone at the controls and without the drone putting out any detectable radio emissions, very effective precision attacks can still be launched at static targets, like known parking areas for aircraft at airbases, just by using basic map coordinates or Google Earth. It’s also worth pointing out here that the definition of a stand-off attack is becoming increasingly blurry, with even quadcopter-type drones capable of flying miles away to conduct a kamikaze attack on a target based on a set of GPS coordinates.
Ukrainian Saker UAV with AI capabilities. The video shows the process of target recognition. It has reportedly already been put to use several times against Russian targets. pic.twitter.com/NVNJyxUjGP
— NOELREPORTS
(@NOELreports) January 25, 2024
Overall, it is an indisputable fact that aircraft sitting exposed on a flightline are particularly vulnerable to drone attacks, as well as other threats. This is something U.S. military officials have acknowledged themselves. Fairford, where B-1s and other bombers have no option but to park out in the open in well-established areas that are plainly visible from outside the base’s immediate perimeter, is indicative of how American military aircraft are generally positioned on the ground abroad and at home.
As we wrote all the way back in 2017:
“Similar swarming strikes could be unleashed behind the front lines as well, with hugely expensive and low density/high demand combat aircraft being especially vulnerable to this sort of tactic—something General James Holmes alluded to inadvertently while speaking to the Air Force Association, stating:
‘Imagine a world where somebody flies a couple hundred of those and flies one down the intake of my F-22s with just a small weapon on it.’
Actually, it would be even easier to just strike the jets as they sit idle and vulnerable on the flight line. One swarm could see a whole squadron of tightly packed fighters destroyed without even having a chance to fight back.”
With all this in mind, a heated debate has emerged in the past few years in and around the U.S. military about the value of investing in new hardened aircraft shelters, as well as other fortified infrastructure.
To date, the U.S. Air Force, in particular, has put virtually all emphasis on surface-to-air missiles and other active defenses, as well as the dispersal of aircraft, over physical hardening. The conflict with Iran, in which a number of American military aircraft have been damaged or destroyed on the ground by drone and missile attacks, has underscored the limits of these strategies.
Second angle. pic.twitter.com/NUupdRkdm9
— OSINTtechnical (@Osinttechnical) March 29, 2026
“I’m not a big fan of hardening infrastructure,” Gen. Kenneth Wilsbach said at a roundtable at the Air and Space Forces Association’s main annual symposium in 2023, offering a prime example of this viewpoint. “The reason is because of the advent of precision-guided weapons … you saw what we did to the Iraqi Air Force and their hardened aircraft shelters. They’re not so hard when you put a 2,000-pound bomb right through the roof.”
Wilsbach was commander of Pacific Air Forces (PACAF) at the time. He subsequently became head of ACC and is now Chief of Staff of the Air Force, the service’s top officer.
“I think that I don’t want to spend a lot of money on hardening shelters. Unless you’re going to send something 100 feet or more underground, we can blow it up, and so can they,” Wilsbach said in an interview with Breaking Defense in July of this year when asked explicitly if his position changed. “So, the economics of building a shelter that is impervious to a strike doesn’t work.”
“I think the economics favor defending your airspace, defending your ground space with systems that can defeat the incoming rounds, versus building a shelter,” he added. “Some people would argue, well, you should do both. Well, that’s even more expensive. And the other thing is, the shelter doesn’t go anywhere.”
It is fair to point out that typical above-ground hardened aircraft shelters are not invulnerable, especially to attacks involving ballistic, cruise, and certain air-launched threats. There are also substantial cost and other factors to consider when it comes to any major military construction effort.
That being said, having more hardened infrastructure also imposes costs and complexities on opponents, who have to dedicate more advanced and costly munitions and other resources to ensure targets are neutralized. Shelters have the knock-on benefit of complicating the targeting process for an enemy by obscuring where aircraft are or are not positioned, to begin with. An opponent has to treat shelters like they are full even if they are empty.
When thinking about hardened aircraft shelters, stereotypical Cold War-era reinforced concrete structures typically come to mind. However, they do not all have to be built to a one-size-fits-all standard with the same degree of hardening across the board to be useful. Shorter-range drone attacks are typically carried out by platforms carrying small explosive charges or that are designed to drop small bomblets. Even longer-range one-way-attack drones generally have smaller warheads than traditional missiles, they also hit with less kinetic energy.
A structure that shields against smaller blasts and shrapnel, also including from cluster munitions that can be readily scattered across wide areas, is one that then has to be addressed by more capable weapons. This could even include mobile or otherwise temporary shelters that offer sufficient concealment and protection.
Eliminating, or at least substantially mitigating, the lowest rung of threats creates a dilemma for opponents, who then have to decide whether it is even worthwhile to attempt certain types of attacks. There is clear value in narrowing the available options for the enemy and pushing them toward having to expend higher-end, more expensive munitions, that are available in smaller quantities, and that traditional active defenses may be better optimized to handle. As an example, it may be more viable to shoot down a small barrage of incoming cruise missiles than a swarm of dozens of drones.
Active defenses, especially surface-to-air missile batteries and interceptors to go with them, have historically been very expensive. Lower-end counter-drone-focused interceptors and directed energy weapons are helping to bring these costs down in some regards. Even so, those capabilities come at a significant cost.
There are magazine and stockpile depth issues at play here, too. This is something that has also been brought front and center by the conflict with Iran, which has fueled already long-standing concerns about the sufficiency of stockpiles of air defense interceptors, other critical munitions, and the capacity to replenish them quickly. This is something the British government, among others, is also grappling with, as you can read more about in our separate reporting here.
Furthermore, losses of aircraft on the ground are not without their own costs, which are even more lopsided if an opponent can simply use lower-cost weaponized drones. U.S. bombers are particularly expensive and prized assets that are in short supply compared to the level of demand, as seen during the height of combat operations earlier this year against Iran. When it comes to B-1s, specifically, there are only 45 of them left in service today. A dozen of them being knocked out in one go would have major repercussions strategically. Losing even one would also be a propaganda coup for whoever might be responsible.
How many shelters can we build for the upgrade cost of one Zumwalt class DDG that will probably be parted out in 10 years anyway?
— Tyler Rogoway (@Aviation_Intel) October 5, 2026
On top of all this, the U.S. military simply will not always have the luxury of being able to rapidly relocate aircraft in response to threats. Moving a dozen bombers on short notice takes massive resources. It is not just aircraft that have to be repositioned, but supporting personnel and assets, as well as weapons and fuel. Having to shift to alternate locations could easily have negative impacts on tempo and other aspects of operations, especially in the midst of actual conflict. RAF Fairford is one of only a few bases globally that can support bomber operations for a prolonged period.
More recently, there have been signs of changing mindsets on the matter of hardening across the U.S. military. In January, Joint Inter-Agency Task Force 401 (JIATF-401), a focal point for counter-drone efforts the Pentagon established last year, issued explicit guidance regarding the use of netting, cables, and other kinds of passive physical defenses around bases and other critical infrastructure. A contracting notice in March also called attention to plans for new hardened underground facilities at Al Udeid Air Base in Qatar.
“There is value in some light protection against small, unmanned threats,” Gen. Wilsbach also told Breaking Defense in July. “Some of them — just nets that are up that keep a small, few-$100 drone from getting next to a $2 billion aircraft. That actually works, [and is] really cheap.”
“It’s not either or,” Wilsbach said in a separate interview with Air & Space Forces Magazine in July. “The net keeps the small UAS [uncrewed aerial system] from getting close to an aircraft that you’re trying to protect… That’s a very inexpensive way to give you some modicum of protection without killing your checkbook on really exquisite defensive systems.”
In spite of these institutional developments, action to implement such recommendations on a broad basis has continued to lag. There still does not appear to be any major department-wide push to build new hardened aircraft shelters or other fortified structures at facilities globally. The U.S. Air Force does have a certain number of hardened aircraft shelters at bases now, especially in the Pacific and Europe.
This is all despite a very visible trend in the construction of new aircraft shelters and other hardened infrastructure elsewhere around the globe, including in China, Russia, North Korea, and Iran. Even before Operation Spiderweb, Russia had already initiated a large-scale effort to build new hardened shelters at various bases, especially on the occupied Crimean Peninsula, in the face of expanding Ukrainian drone and missile attacks. This effort has now extended to building the huge hardened shelters for the country’s bomber force, something the country has never done before.
“It is inappropriate to discuss matters of intelligence, and we will not discuss specific force protection measures,” a U.S. Air Force spokesperson told TWZ yesterday when asked about the reports that Iranian drone threats prompted the recent removal of the B-1s from Fairford. “The Department will continue to assess the threat environment surrounding our installations and take appropriate actions to protect our people, our platforms and the bases where our forces operate from.”
We still do not know exactly how serious or imminent any recent threat to the B-1s at Fairford was that contributed to their hasty departure. Regardless, the reports of concerns about potential drone attacks remain very plausible. The reality here is that a dozen bombers were yanked from a forward operating location in Europe without an adversary ever having to fire a shot. This is a problem set that is only growing, especially as lessons and expertise on low-end weaponized drones from the war in Ukraine are spreading around the globe.
Erecting new aircraft shelters and other hardened infrastructure would not be a full solution to those threats by themselves. At the same time, they would be a valuable added layer of defense, and a passive one that would have a huge logistical footprint to operate once the initial investment is made. The lack of movement to better fortify American airbases globally is only becoming more and more glaring, and it remains to be seen if real action will not occur until lessons are learned in a most unfortunate way.
Contact the author: joe@twz.com
The post Glaring Lack Of Investment In Aircraft Shelters Highlighted By B-1B’s Sudden Retreat From U.K. Airbase appeared first on TWZ.
The United Kingdom could be heading toward its most significant expansion of ground-based air defense in generations, under a plan announced by the Conservative Party. For now, however, with the Conservatives in opposition, the proposed £10 billion (about $13.3 billion) “Britannia Shield” exists only as a policy commitment rather than an approved government program. At the same time, it highlights the seriousness of U.K. military deficiencies in this area, as the threat from the air continues to grow.
The world is becoming more dangerous.
— Conservatives (@Conservatives) October 6, 2026
We will always do what is necessary to keep our country safe. pic.twitter.com/Z4EblxrGn7
Today the @Conservatives are announcing ‘Britannia Shield’ – our £10bn plan to protect the UK from drone & missile attack. This is only possible because @KemiBadenoch is willing to take tough decisions to fund 3% on Defence. pic.twitter.com/tLrF2KSOHw
— James Cartlidge MP
The proposal will move into the U.K. Ministry of Defense acquisition system if the party returns to government following the next general election and then follows through on the funding and procurement decisions required to turn the pledge into an operational capability. The party has proposed spreading the investment over a decade, with an initial capability intended to emerge during the first term of a future Conservative government and the wider network established after that.
Britannia Shield comes with the character of the air threat facing Europe having changed dramatically over the last decade. Russia’s war in Ukraine has demonstrated the scale at which relatively inexpensive drones can be employed alongside cruise and ballistic missiles, while recent fighting in the Middle East has clearly shown the costs involved in maintaining a sophisticated, layered air defense system under sustained attack. At the same time, the threat is no longer confined to weapons fielded by major state militaries. Small, widely available drone technologies can be weaponized with relative ease by non-state actors, providing a cheap and potentially highly scalable means of attack.
For Britain, which has traditionally relied heavily on fighter aircraft, naval air defense, and the protection provided by geography and NATO, it is increasingly doubtful whether those capabilities provide enough coverage for the infrastructure that would be most important to keep functioning during a major conflict.
While a party press release refers to it directly, Conservative leader Kemi Badenoch has made efforts to distinguish Britannia Shield from a British version of Israel’s Iron Dome.
Iron Dome has become one of the best-known elements of Israel’s layered air defense network, having been developed primarily to deal with short-range rockets, artillery, and mortar rounds threatening populated areas. The system has evolved, however, and newer configurations can also engage threats including cruise missiles and drones. Importantly, Israel’s Iron Dome systems protect a country a twelfth of the size of United Kingdom and deal with only a portion of the potential threats in critical areas.
Mention should also be made of the U.S. Golden Dome missile defense initiative, which envisions integrating sensors, interceptors, and other defensive capabilities as part of an enormous architecture with a greater emphasis on protecting the U.S. against a range of aerial and missile threats, up to and including intercontinental ballistic missiles.
Talking to the BBC, Badenoch argued that Britain does not face the same kind of persistent rocket and missile threat as Israel and therefore does not require an equivalent level of coverage. Instead, the Conservative proposal is intended to combine improved radar, command and control, interceptor missiles, and counter-drone capabilities into an integrated network designed around the threats Britain is considered most likely to face.
Britain already has some of the components that such a system could leverage. Royal Navy Type 45 destroyers — when they are available — provide a highly capable long-range air-defense layer through Sea Viper missiles, while the Army’s Sky Sabre system uses CAMM missiles for shorter-range engagements. The RAF provides combat aircraft and airborne surveillance capabilities, and Britain is integrated into NATO’s wider air and missile defense architecture. The problem is that these capabilities were not designed to provide a dense, permanent defensive umbrella over critical infrastructure, and the ground-based component in particular remains relatively limited when compared with the scale of the potential target set. There is also the reality that these assets are required to defend locales far from the British Isles themselves.
The government’s own 2025 Strategic Defense Review acknowledged that changing threat environment, allocating up to £1 billion in new funding for homeland air and missile defense and calling for improvements to the United Kingdom’s wider integrated air and missile defense architecture. Britannia Shield would therefore be a much larger political commitment to expanding and integrating capabilities that already exist, while adding new layers intended to deal with the growing drone and missile threat.
The £10 billion figure provides little idea of the scope of capabilities. The scale of the proposed system will determine whether that additional money represents a major expansion or simply the beginning of a much larger requirement.
Gen. Sir Richard Barrons has previously estimated that an entry-level system of the kind outlined could cost around £80 billion over a decade, illustrating how quickly the cost can rise once the requirement expands from protecting selected sites to providing something approaching comprehensive national coverage.
2/ Estimates suggest north of £80bn for the full cost of a perfect system, so we almost certainly need to think differently than a “dome” solution. A layered air defence will include a number of elements, including the ability to deter and strike back at an adversary.
— Greg Bagwell (@gregbagwell) October 6, 2026
Badenoch’s description of the threat instead points toward a system in which Britain would identify the infrastructure and military facilities most important to national resilience and then build increasingly dense layers of protection around them. That would include major airbases, ports, energy infrastructure, communications facilities, and other critical nodes, rather than attempting to create a continuous defensive bubble over the entire country.
Such a system would also have to account for the fact that the location of the launch platform can be as critical as the weapon itself. Badenoch described a scenario in which an adversary could operate in the English Channel to launch drones or missiles against targets in Britain. The resulting reduction in warning time would place greater demands on sensors and command systems, but it would also mean that the defensive problem could begin well before an incoming weapon reached British airspace. Maritime surveillance, intelligence collection, fighter aircraft, and naval forces could all potentially contribute to detecting or disrupting a launch platform before it had the opportunity to fire.
That broader approach is particularly important because the economics of countering drones are fundamentally different from those associated with conventional air defense targets. A system that responds to inexpensive drones by firing a sophisticated interceptor costing hundreds of thousands or millions of dollars would rapidly become unsustainable during a large attack. Any serious British architecture would therefore need several layers, with electronic warfare, guns, low-cost interceptors, and other counter-drone systems, potentially including directed-energy weapons, dealing with the lower end of the threat wherever possible. Meanwhile, more expensive surface-to-air missiles would be preserved for cruise missiles, aircraft and other targets that cannot be economically engaged by cheaper means.
The recent situation at RAF Fairford adds another dimension to that problem. The United States recently withdrew a dozen B-1 bombers from the Gloucestershire base amid reported concerns about a possible Iran-backed attack, after U.S. officials said commanders had received new information about a potential plot. British authorities maintained that the base was safe, while British sources reportedly questioned whether Iran could reproduce the kind of complex operation carried out by Ukraine against Russian airfields in 2025. The episode nevertheless demonstrated the degree to which even a major military installation can become a concern when an adversary is believed to be looking for unconventional ways to reach it.
That brings Operation Spiderweb into the discussion, although there is no public evidence that Iran is preparing a comparable operation against Britain. Ukraine’s June 2025 attack was prepared over roughly 18 months and involved small drones being moved deep into Russia inside containers carried by trucks before being launched remotely against military airfields. The operation illustrated that once relatively cheap drones have been positioned close to their targets, the defender may have little opportunity to intercept them through traditional long-range air defense means. This is exactly a scenario we have been warning of for many years.
Today, Ukrainian intelligence reportedly launched 117 attack drones from trucks that had been placed near Russian air bases. I tasked several collects this morning via @umbraspace and my first images have already started processing. What a remarkable success in a well-executed… pic.twitter.com/LzXulw8jnK
— Chris Biggers (@CSBiggers) June 2, 2025
For Britannia Shield, that means protecting an airbase such as RAF Fairford cannot simply be a matter of installing missile batteries. Physical security, counter-intelligence, surveillance of access routes, low-level drone detection, electronic warfare and the ability to identify suspicious activity before an attack begins would all become part of the same defensive problem. Hardened infrastructure would also be essential, helping to protect aircraft, fuel, munitions, command facilities and other critical assets from attacks that penetrate the outer layers of the defense. The distinction is increasingly important as military aircraft themselves become more valuable and as relatively inexpensive unmanned systems demonstrate their ability to threaten aircraft on the ground without ever having to penetrate the surrounding air defense network.
The new British proposal also becomes more complicated because its intended coverage extends beyond the British mainland. Badenoch has specifically referred to defending installations in Cyprus and the Falkland Islands, which introduces a very different set of operational and logistical requirements. A network supporting critical infrastructure in Britain can draw on dense communications infrastructure, nearby industrial support and the wider NATO system, whereas a defensive capability at RAF Akrotiri or in the Falklands requires its own radar coverage, launchers, personnel, ammunition stocks, and sustainment arrangements. Extending the same architecture across those locations would therefore consume considerably more resources.
A similar problem exists with ammunition stocks. Ukraine has repeatedly demonstrated that sophisticated air defenses can come under sustained pressure during large missile and drone attacks, while Western countries have struggled to replenish some categories of precision-guided weapons at anything approaching wartime consumption rates. A British system that looks impressive on paper but has only a small stockpile of interceptors would provide much less meaningful protection during a prolonged campaign, particularly if an adversary deliberately attempted to exhaust the defenses through repeated attacks using inexpensive drones.
Ukraine also offers lessons for how Britain could organize such a network. Mobile air defense teams, distributed sensors, acoustic detection systems, and digital applications that connect air defense operators with military units and civilian spotters have all become increasingly important in Ukraine, where defenders have had to detect and respond to large numbers of drones and missiles across a wide area. There are echoes here of the distributed air defense networks developed during World War II, when observers, radar operators, fighter controllers, and anti-aircraft units were linked together to provide early warning and direct defensive responses. As in 1940, Britain would need an air defense network that is distributed, mobile, and adaptable to new threats.
The most revealing details of Britannia Shield are yet to be provided. The number of defended sites, the types and numbers of radars, the number of launchers, the size of interceptor stocks, and the proportion of the budget devoted to counter-drone capabilities all remain unclear for now. The same applies to the money required for training, maintenance, software, communications, and replenishment across the life of the system.
There is also a straightforward political limitation to the proposal. The Conservatives have pledged to invest in Britannia Shield as part of a broader plan to increase defense spending, but that money is not currently sitting in a government procurement account waiting to be spent and defense budgets are increasingly stretched by other big-ticket programs. The Conservatives would first have to return to government, establish the program as a formal requirement, and then make the associated spending and procurement decisions. Even if those steps were taken quickly, the most capable elements of the system would take years to design, procure, integrate, and deploy.
Whether £10 billion would ultimately be sufficient depends on the mission the future government assigns to the system. If Britannia Shield were expected to provide nationwide protection against sustained attacks involving ballistic missiles, cruise missiles, and large numbers of drones, the budget would fall far short, particularly once interceptor stocks and long-term sustainment are included. If it is designed as a layered network protecting a defined group of critical infrastructure sites and military bases, integrated with the RAF, Royal Navy, Army, and NATO systems already in place, the proposal becomes more realistic, but it wouldn’t address higher-end threats, like longer-range ballistic missiles.
That limitation is particularly significant when considering Russia, which remains the most serious military threat to the United Kingdom and its European allies. From what we know so far, Britannia Shield is heavily focused on drones and shorter-range missile threats, but Russia possesses a much broader strike arsenal that includes ballistic missiles, cruise missiles, and hypersonic weapons. A British air defense program that concentrates primarily on the lower and middle tiers of the threat therefore leaves a significant gap at the upper end of the spectrum.
The United Kingdom is also not considering this problem in isolation. Across Europe, governments are increasingly pursuing multinational efforts to strengthen air and missile defenses, as the return of large-scale state-on-state warfare and the experience of the war in Ukraine have made the vulnerability of European infrastructure and military forces much more tangible. Nearly three decades after the end of the Cold War, ballistic and cruise missile defense has once again become a central European security requirement. Britannia Shield would therefore need to be considered not only as a national counter-drone and air-defense program, but as part of a much broader European effort to rebuild layered air and missile defenses against the full range of modern threats.
The experience of Ukraine and the Middle East suggests that Britain is unlikely to solve this problem simply by buying more surface-to-air missiles. Increasingly, air warfare relies on complex networks that find the attacker, identify the weapon, choose the appropriate response, and undertake this all at a cost that can be sustained throughout a conflict. That network also has to extend beyond the airspace itself, because the threat may involve a launch platform approaching the coast, a drone operator operating near a military installation, or small drones already hidden inside the defender’s security perimeter.
With their proposed reorientation of Britain’s air defense priorities, the Conservatives have put a financial value and a recognizable name around a capability gap that has become increasingly difficult to ignore. If they return to government, there will be many tougher questions to address, including which sites should receive protection, how many layers are required, how much ammunition must be held in reserve, and how the system can be sustained on a wartime footing.
The recent concerns surrounding RAF Fairford, together with the lessons of Operation Spiderweb, underline why that question is becoming more complicated. The next serious attack on a British military installation may not arrive as a large formation of aircraft or a visible wave of missiles crossing the Channel. It could involve a mixture of long-range weapons, cheap drones, electronic warfare, and hybrid warfare activity taking place much closer to the target. A future Britannia Shield would have to be designed around that reality, and would come with a price tag to match.
Contact the author: thomas@thewarzone.com
The post Glaring Holes In UK Air Defense Take Center Stage In New “Britannia Shield” Proposal appeared first on TWZ.
Indonesia is buying the weapons of a modern military at a pace rarely seen in its recent history. Rafale fighter jets are entering service, and the country has contracted for 48 KAAN fighters from Turkey. The navy has taken delivery of two Italian PPA warships and commissioned a former Italian aircraft carrier, the Giuseppe Garibaldi, […]
The post Indonesia’s arms spree only the start of a modern military appeared first on Asia Times.
Seven companies are said to now be in the running to develop a lower-cost and highly modular drone to succeed the MQ-9A Reaper. Though the field has some well-established entrants and some far lesser known names, the inclusion of Otto Aerospace in this group is particularly unexpected and interesting to examine. Otto has made bold, but still unrealized pronouncements about disrupting the aviation industry with potentially revolutionary high-efficiency designs that could have civilian and military applications. TWZ has been steadily tracking the company’s developments since we first reported on the existence of the Celera 500L aircraft back in 2017.
Air & Space Forces Magazine first reported on Wednesday that Otto Aerospace (previously Otto Aviation), as well as Anduril, Chaos Industries, General Atomics Aeronautical Systems, Grid Aero, Shield AI, and Swarm Aero, had “made the cut” for the Massed Modular Aircraft (MMA) program, citing anonymous sources. The MMA effort formally kicked off in July, and the Air Force is now aiming to have a fleet of at least 500 of these drones by 2032.
An industry source has also told us that these seven companies are moving ahead in the MMA program. The Air Force has not yet offered an official confirmation.
“The Air Force’s partnership with the Defense Innovation Unit is accelerating requirements development and rapid prototyping by leveraging commercial innovation and reducing timelines,” a spokesperson for the service said when we asked for more information. “We continue working with industry to inform requirements and assess potential solutions as we shape the future MMA capability.”
TWZ has also reached out to all of the companies on the list for more details.
As mentioned, it is unexpected and especially interesting to see Otto named here in the context of MMA. The company’s core design philosophy centers around what is called laminar flow. Broadly speaking, this refers to liquid or gaseous “fluids,” including air, flowing in smooth, regular layers across a surface with little to no mixing between them. In aviation, optimization for laminar flow translates to reduced drag and improved aerodynamic efficiency. This, in turn, can offer a host of benefits, including when it comes to fuel economy, extended range, and overall performance, as well as reductions in operating costs.
With this in mind, all of the designs that Otto has shown to date, starting with the Celera 500L, have been based around teardrop-shaped fuselages to maximize laminar flow benefits. Many of them also feature long, slender glider-like wings. The sudden and unannounced appearance of the very exotic and futuristic-looking Celera 500L at the Southern California Logistics Airport in 2017, at which time nothing was known about the aircraft or its manufacturer, caused a stir in the broader aviation community. TWZ was the first to report on the plane and then unmasked its identity.
On top of the laminar flow-optimized shaping, the Celera 500L was a pusher-propeller design powered by a single high-efficiency, turbocharged, multi-fuel V12 piston engine. A relevant patent held by Otto also describes a novel exhaust system with a heat exchanger that provides an additional boost in thrust.
Otto conducted an extensive test campaign with the Celera 500L, taking the aircraft up to an altitude of 15,000 feet and to a speed of 250 miles per hour. The company posited that this would translate to a cruising speed of around 460 miles per hour at the design’s intended operating ceiling of 50,000 feet.
Development focus at the company has since shifted to the jet-powered Phantom 3500, which has a much revised design compared to the Celera 500L. Otto has said previously that it expects this aircraft to burn just 115 gallons of fuel per hour, further underscoring the benefits of its laminar-flow-centric approach. Comparably sized business jets like the Bombardier Challenger 350, Cessna Citation Latitude, and Embraer Praetor 500 consume around 300 gallons per hour, according to the company, citing data from Jet Support Services, Inc. (JSSI).
It is also worth noting here that Otto has already developed a drone with a “highly laminar-flow efficient airframe” for the U.S. Defense Advanced Research Projects Agency (DARPA). The company announced the successful completion of a flight test campaign in May. The pusher-propeller design has a teardrop-shaped main body, a glider-type main wing, and a T-tail at the end of a boom that extends to the rear of the aircraft. DARPA plans to use that drone to demonstrate laser-based power beaming technology that could be used to relay electricity to forward operating locations. The technology could also dramatically extend the endurance of an electrically-powered drone, potentially allowing it to stay in the air indefinitely.
The drone for DARPA is far too small to meet the Air Force’s MMA requirements. However, “the program leveraged Otto’s aerodynamic expertise to design and flight-test an unmanned vehicle that could inform design parameters for future energy-relay systems or more extremely fuel-efficient, long-endurance platforms,” per a press release Otto put out in May.
TWZ has highlighted in the past how the general range, fuel economy, and other advantages inherent to Otto’s designs could be even more pronounced in a configuration that does not need to support a human crew. Furthermore, Otto has previously shown militarized concepts, crewed and uncrewed. As we’ve written in our earlier coverage of the Celera 500L:
“Though primarily aimed at civilian and commercial operators, Otto’s new website also highlights the potential for the Celera 500L to use its long-range and high fuel economy to support military missions, including transporting personnel and cargo, as well as conducting intelligence, surveillance, and reconnaissance (ISR) missions. A version of the aircraft, possibly unmanned, equipped with any number of sensor suites could be an impressive persistent surveillance and communications relay platform able to orbit over particular areas for very long periods of time and cover a wide swath of the battlefield from its high perch. It could also be able to reposition itself quickly and transit to its tasking area at jet-like speeds.”
While we have yet to see an explicit MMA proposal from Otto, a laminar flow-optimized drone could be a very attractive offering, given the program’s focus on reducing costs while having an unrefueled combat radius of at least 2,300 nautical miles, among other capabilities. A more efficient design could further translate to a drone that needs less fuel to meet range and other requirements, which, in turn, could allow for a smaller and/or cheaper design overall. Weight and physical space savings afforded by reduced fuel demand could be used to increase ordnance and other payload capacity, too. You can read more about what is known about the MMA requirements here.
There are more companies beyond Otto in the running. With the Air Force aiming to buy hundreds of MMA drones in the coming years, there will be stiff competition.
General Atomics, which developed and produced the MQ-9A, has publicly put forward its own proposal for a successor, called Wildfire. The new drone draws heavily on experience with the Reaper, as well as other drones in the company’s portfolio, and you can read more about what is known about that design here. General Atomics declined to offer additional comment in response to questions regarding the current state of the MMA program. As an aside, General Atomics is also now on contract to build higher-end FQ-42 Vengeance drones for the Air Force, one of two designs intended for higher-end air combat the service is acquiring under its Collaborative Combat Aircraft (CCA) program.
The other company building CCA drones for the Air Force is Anduril, with its FQ-44 Fury, and it has now also been named in relation to the MMA effort. Anduril has unveiled two other very different tactical drones since 2025, the twin-engine hybrid-electric tail-sitting Omen, designed primarily for surveillance and reconnaissance, and Thunder, an armed tiltrotor pitched as an uncrewed companion for crewed rotorcraft. Neither of those uncrewed aircraft would seem to directly align with the stated MMA requirements, but might serve as a starting place. Anduril also has a history now of developing new uncrewed platforms and other systems discreetly, and sharing them with the public only when they have become relatively mature.
What design Shield AI might be offering is unknown. The MMA requirements would seem to sit between the company’s V-BAT drone, which is in service with several armed forces today, including in the United States and Ukraine, and the much higher-end X-BAT that is now in development. Shield AI has been working to expand on the V-BAT design, including plans to integrate air-launched munitions. Both V-BAT and X-BAT are also vertical-takeoff and landing designs. Beyond drones, Shield AI remains a major developer of artificial intelligence-driven autonomy packages for the U.S. military and others.
Earlier this month, newcomer Swarm Aero unveiled a new drone with performance and capabilities that align with the stated MMA requirements earlier this month. Called Gamera, the design has a single propeller at the front of a small central fuselage, together with sponsons holding large fuel cells on either side and a twin-boom tail configuration broadly reminiscent of the OV-10 Bronco light attack aircraft, as TWZ previously reported on in more detail.
Grid Aero is publicly developing a twin-engine cargo drone called the Lifter Lite, in part with funding from AFWERX, the Air Force’s internal technology incubator. Whether the company might work to adapt the Lifter Lite, which has been undergoing testing at least on the ground, to meet the MMA requirements or has proposed something entirely different is not known.
The last firm on the list, Chaos Industries, does not appear to show any drone designs on its website at the time of writing. It is primarily known as a developer of radar systems, especially for use in counter-drone systems. The company declined to comment in response to TWZ queries regarding the MMA program.
To reiterate, the Air Force still has not confirmed the full list of MMA program contenders. Otto’s participation would be a standout, but the field as it is understood now features a number of very established drone makers, as well as emerging start-ups, all vying for a very lucrative opportunity. On top of the potential just to supply hundreds of drones upfront, those uncrewed aircraft look set to be a key part of the Air Force’s force structure for years to come, and will need to be supported throughout their lifecycles. The MMA requirements put heavy emphasis on modularity and open-architecture systems to allow for the rapid integration of new and improved capabilities and functionality down the line.
The Air Force has also previously raised the possibility of selecting multiple vendors to produce designs under the MMA program, or to pursue follow-on rounds of competition to help meet its operations requirements. This is exactly how the service has been running the CCA program, and has already led to the aforementioned production contracts with General Atomics and Anduril. In addition, the Air Force is targeting a base $10 million unit cost for each MMA drone, a price point that would help make losses more tolerable, and could open the door to acquiring a fleet of far more than 500 examples.
It is also important to remember that the Air Force has tried and failed on several occasions to develop and field an MQ-9A replacement. As TWZ has previously explored in great detail, the service’s view of what that drone should be has also evolved over time, with the current MMA program squarely focused on a more affordable option that does not put a heavy premium on survivability. The Air Force has acknowledged potential budget and other hurdles to its new effort. At the same time, heavy continued operational demand for Reapers, coupled with dozens of losses in the course of the war with Iran, as well as other operations in and around the Middle East in recent years, have put major new emphasis on finally finding a successor.
Overall, beyond what is already known about potential MMA offerings, it will be very interesting to see what Otto and the other contenders put forward to finally succeed the iconic Reaper.
Contact the author: joe@twz.com
The post Hunt For MQ-9 Reaper Successor Surprisingly Includes Exotic Aircraft Manufacturer Otto Aerospace appeared first on TWZ.
The air war between Russia and Ukraine has evolved constantly since the start of the conflict. The latest example is Russia’s deployment of a new type of long-range, jet-powered drone, which is having a significant effect on Ukraine’s ability to defend its cities against aerial attack. In an interview on September 14, Ukrainian Air Force […]
The post Russia’s jet-powered drones mark a deadly evolution in Ukraine war appeared first on Asia Times.
The Pentagon has announced plans for a new functional combatant command, very broadly akin to U.S. Special Operations Command (SOCOM) or U.S. Space Command (SPACECOM), but for operational activities involving autonomous and robotic capabilities. Secretary Pete Hegseth has also announced new initiatives to help further accelerate the fielding of uncrewed systems in the air, at sea, and on land, as well as to explore future warfighting challenges. All of this builds on previous and long-overdue efforts to prioritize the fielding of various tiers of drones, as well as artificial intelligence (AI) and other emerging technologies, across domains, but there are questions about how these new efforts will translate into tangible developments.
Secretary Hegseth unveiled plans for what is tentatively dubbed Autonomous Warfare Command (AUTOWARCOM), as well as the aforementioned initiatives, called Project Agincourt and Project Meridian, during a speech to service members today at the U.S. Marine Corps’ base in Quantico, Virginia. Hegseth called this a State of the Force address, and said he planned to make it an annual event.
.@SECWAR “Today, at my direction—we are announcing the creation of Autonomous Warfare Command, or AutoWarCom:
— DOW Rapid Response (@DOWResponse) September 30, 2026
A new 4-star combatant command—with service-like authorities—built to scale autonomous and robotic capabilities across the Joint Force in the fastest peacetime shift in… pic.twitter.com/kYWBxy6Dij
“At my direction, we are announcing the creation of Autonomous Warfare Command, or AUTOWARCOM, a new four-star combatant command with service-like authorities built to scale autonomous and robotic capabilities across the joint force in the fastest peacetime shift in modern military history,” Hegseth declared. “Drone warfare supercharged by SI-enabled targeting is the biggest battlefield revolution in generations. You already know that. Yet when I was sworn in to the Department of Defense, there was scant urgency in this domain.”
“SI” here stands for “super intelligence,” a term the Trump administration is now using in place of AI.
Hegseth called attention to the Drone Dominance initiative he unveiled last year, as well as the establishment of Joint Interagency Task Force 401 (JIATF-401), as examples of steps the Department has already taken in this regard. JIATF-401 is notably focused on counter-drone capabilities, as you read more about here.
“It’s a good start, but it’s certainly not enough. The pace of war is changing faster than the process to support it. Cheap compute, super intelligence, and advanced commercial manufacturing have enabled the proliferation of low-cost, high-precision strikes,” Hegseth continued. “For 40 years, the United States relied … primarily on expensive weapons that placed quality over quantity. Now, that approach gave us a lot of enormous advantages, and we need to preserve those capabilities. But today we need both quality and quantity. The term you know is high-low mix. An analogy is a thunderstorm. We need bolts of lightning high, our existing high-end kill chains capable of striking unexpectedly and decisively. We also need steady wind and rain, mass drones and other autonomous attritable systems that flip the cost exchange and impose unrelenting pressure on an adversary on the battlefield.”
Hegseth highlighted lessons learned from the ongoing conflict in Ukraine as underscoring these points.
.@SECWAR "Ukraine’s lesson is not that one type of drone wins wars but rather the need for a purpose-built system that maximizes the ability to adapt.
— DOW Rapid Response (@DOWResponse) September 30, 2026
We will fuse procurement with operations at scale – and allow our warfighters, engineers, and entrepreneurs to learn, adapt, and… pic.twitter.com/x7iNMAbU0t
“So today, with Autonomous War Command, AUTOWARCOM, we institutionalize and we supercharge the era of SI, robotics, and autonomous systems, all in order to win,” he added.
A memo the Pentagon has now released makes clear that the establishment of this command is contingent on Congressional approval, and the current goal is for it to be established by October 1, 2027.
“Autonomous Warfare Command will define joint needs and integrate Service-provided forces in support of geographic combatant commanders,” the memo also notes. “It will test equipment and force designs with realistic opposition in demanding exercises and rugged environments, modify rapidly, and field what works. We must build a wartime arsenal whose main product is adaptation at the edge.”
Many questions remain to be answered about how these activities will work with what’s already being done within the individual services, and how all of that will translate into operational activities. Part of Project Agincourt’s role will be working to help answer the questions above. The name here is a reference to the battle in 1415 in which British forces prevailed over their French opponents, famously in part through the application of a particular military technology, the longbow.
The office of the Direct Reporting Portfolio Manager for Unmanned Systems (DRPM-UxS) will lead this initiative. Owen West, head of the Pentagon’s Defense Innovation Unit (DIU), and U.S. Navy SEAL Senior Chief Max Strasiser are set to serve as the Chief Executive Officer and Chief Operating Officer of the DRPM-UxS, respectively.
Project Agincourt will also “prototype a new construct called warfighting acquisition, not just acquisition that happens at the Pentagon,” according to Hegseth. “This model fuses operators with entrepreneurs in rapid adaptation cycles while distributing decisions and dollars closer to frontline units, to combatant commands. Realistic training exercises, and when possible, the crucible of combat, will be used to compress innovation timelines and scale what works.”
“Also today, we are phasing in new MOS [Military Occupational Specialty] frameworks within each military department to support our shift to autonomy,” the Secretary also noted during his speech in the context of Project Agincourt and the plan for AUTOWARCOM. “We need institutional knowledge and career paths for a new generation of autonomous warfighters.”
Project Meridian sits adjacent to these efforts and has a broader mandate to explore ways to ensure the U.S. military maintains its technological edge on future battlefields.
“Project Meridian, the future of warfare, is not about developing new strategies or new policies. We already do that. Rather, its purpose is to creatively look to the future, and identify the domains that we must conquer, and capabilities we must master,” Hegseth said. “We need to be looking forward into the future to achieve technological and military dominance on the battlefield for decades to come. It is futuristic on purpose. Their work will be focused on discovering, developing, and fielding the weapons and systems that our children and our grandchildren will need in their lifetimes, without any creative limitations or restrictions, on any future battlefield, from under the Earth to beyond the Moon.”
.@SECWAR “Today, at my direction—I am announcing Project Meridian, an effort led by America’s best minds to study the future of warfare.
— DOW Rapid Response (@DOWResponse) September 30, 2026
Under the leadership of @USWREMichael, Project Meridian will be co-led by three of our nation’s best minds: @elonmusk, @PalmerLuckey, and… pic.twitter.com/4DyurVpkUZ
“Project Meridian will study the battlefields of the future, identify which weapons and technologies warfighters will need to harness to dominate in these environments, and propose actionable solutions to start developing, testing and fielding these capabilities such that America will have overmatch for the 21st century and beyond,” according to a separate memo the Pentagon put out today. “The Joint Staff and all services should be prepared to connect their future warfare efforts and research to Project Meridian.”
Furthermore, “Project Meridian will leverage critical perspectives from outside the Pentagon, drawing upon a group of top technologists, innovators, business leaders, policy makers, and national security experts,” according to the memo. “Project Meridian’s primary function will be to map the trajectory of future warfare, identify critical capability gaps, and propose actionable solutions in furtherance of the identified goals in the 2026 National Security Science and Technology Strategy.”
This is also very much a near-term initiative, with Hegseth demanding a final report no later than 120 days from now, or January 28, 2027. The Pentagon’s Chief Technology Officer, Emil Michael, has been directed to set up this project. Today, Hegseth also named Elon Musk, Palmer Luckey, and Newt Gingrich as key members.
Elon Musk, founder of SpaceX, which dominates the commercial space launch and services market globally, as well as the host of other companies, has had an on-again-off-again relationship with the Trump Administration. Palmer Luckey is another entrepreneur now best known for founding Anduril, which has increasingly been a major player in the U.S. defense industry. Newt Gingrich, a highly influential member of Trump’s Republican Party and former Speaker of the U.S. House of Representatives, has more recently become an outspoken advocate of advancing AI technology in the United States.
The inclusion of Musk and Luckey does raise ethical questions, as they both lead companies with major U.S. government contracts already, and which could be in line to see more opportunities based on Project Meridian’s findings. What guardrails might be put in place to prevent conflicts of interest is unclear.
To reiterate, it remains to be seen how all of these efforts will progress and how, or if, they will ultimately translate to more tangible developments. The U.S. military has a long history now of launching high-profile initiatives that still struggle to demonstrate real progress, despite widespread support for accelerating the fielding of uncrewed systems, AI, and other advanced technologies. The Pentagon has certainly produced tangible results through other organizational shifts in recent years, including the aforementioned Drone Dominance initiative and JIATF-401, as well as the Replicator initiative under President Joe Biden.
At the same time, there are real potential hurdles to these new plans. The Pentagon has itself already acknowledged that support from Congress will be key to the AUTOWARCOM vision. Annual budgeting, and the uncertainty that often surrounds that will also be a factor. There is also the matter of efforts to expand the U.S. defense industrial base. The limitations of existing U.S. industrial capacity and supply chains have already become a matter of national debate in light of concerns about dwindling stockpiles of critical munitions as a result of the ongoing conflict with Iran, as well as a succession of other global crises in recent years.
During his speech, Hegseth called attention to efforts to broaden the defense industrial base with new, smaller firms, as well as agreements with large established contractors to expand on their existing capacity. He also highlighted the Trump administration’s $1.5 trillion defense spending plan for Fiscal Year 2027 and issued a new call on Congress to pass an additional $350 billion reconciliation package.
With today’s announcements, the Pentagon has certainly reinforced its commitment to expanding the fielding of uncrewed and other high-tech capabilities across all branches of the U.S. military, but there is clearly work still to be done to turn those visions into realities.
Contact the author: joe@twz.com
The post Vision For New Autonomous Warfare Command Laid Out By Pentagon appeared first on TWZ.
Over the summer, Russia intensified its use of jet-powered one-way attack drones. Flying faster and higher than the propeller-driven Shahed-136s (or Geran-2s as Russia calls their copies) that have been terrorizing Ukraine for years, these weapons are far harder to intercept. We predicted this would happen over three years ago when Iran first introduced its jet-powered Shahed-238, which itself was an adaptation of the Shahed-136. Initial variants of Russia’s copy of that drone, called the Geran-3, first appeared over the skies of Ukraine in early 2024. By mid-2025 they were becoming a real problem. Since then, the latest higher-performance variant of this weapon, the Geran-4, has added great strain to Ukraine’s dwindling air defense resources and is the source of increasing levels of destruction across the country.
The Geran-4 appeared last May, according to the Ukrainian Defense Intelligence Directorate (GUR). Unlike the Geran-3, which largely used a modified Shahed-136 airframe, the new drone has one purpose-built for higher-speed flight because “the structural strength [of the older model] was insufficient for high-speed flights, and even less so for maneuvering under high G-loads,” GUR noted.
The Geran-4’s new airframe features a blended air intake and overall “improved aerodynamic efficiency, a reinforced structure, and a turbojet engine with increased thrust,” GUR stated. “The wings are now permanently integrated into the center wing section. To reduce air resistance, the number of technological hatches on the fuselage has been minimized.”
In an overnight attack across Ukraine that lasted until Monday, “Russia launched 165 drones overnight, 79 of them jet-powered, the Air Force reported. Air defenses downed or suppressed 112, and hits were recorded at 14 locations.” You can see the aftermath of one of those attacks in the following video.
We’re under constant attack
— Antoninaodesa NAFO (@antoninaodesssa) September 28, 2026Unfortunately, just a few minutes ago, a jet-powered Shahed drone hit a residential building
. #Odesa
Burn in hell, ruzzianspic.twitter.com/EXTWM1yVIN
Recently, Radio Free Europe/Radio Liberty (RFE/RL) got its hands on one of these weapons. Its report offers the best view yet of what makes these drones so dangerous.
The Geran-4 is “a new, faster version of the attack drone that is proving harder for Ukrainian air defenses to intercept,” the report states. “We were given a rare opportunity to literally take this surviving drone apart and find out what makes it so much faster, more maneuverable, and more accurate.”
“The first part we uncover is the turbojet engine. It is one of the Geran-4’s most significant upgrades, allowing the drone to fly at altitudes of up to eight kilometers,” the report explained. “That’s twice as high as the older propeller-powered drones. According to specialists, drones equipped with this type of engine have already flown from Russia-occupied Crimea to Lutsk in northwestern Ukraine, a distance of more than 700 kilometers.”
RFE/RL takes apart a Russian Geran-4 drone to uncover what makes the jet-powered unmanned aerial vehicle (UAV) faster, harder to intercept, and capable of operating deep inside Ukraine — from its turbojet engine and advanced camera to foreign-made communications and navigation… pic.twitter.com/WGNdlpS9w1
— Radio Free Europe/Radio Liberty (@RFERL) September 25, 2026
“This engine allows it to fly at speeds of up to 450 to 500 kilometers per hour over Ukrainian territory. Sometimes even faster,” RFE/RL proffered. “It flies fast and high, which is why it is still difficult to intercept.”
As the camera pans down over the engine, the reporters noted that while it is made in China, “we have investigated cases where these engines were assembled in Russia using Chinese components.”
The next component examined was the drone’s camera.
“It has several modes: daylight, night vision, and infrared,” the report stated. “The camera offers 10-times optical zoom and up to 32-times digital zoom, allowing the drone operator to view terrain from an altitude of eight kilometers.”
“If there is a relay station and it is connected to the network, an operator sitting in an automated workstation somewhere in Bryansk, Oryol, or Crimea can control the drone and guide it to its target,” RFE/RL stated.
“Once the drone is inside Ukraine, regular cellular SIM cards can help keep it connected,” the report continued. “We also found two GSM modems inside this drone. Using SIM cards, they can transmit the Geran-4’s location over mobile networks, allowing the operator to track it in real time.”
Back in 2024, we explained how Shaheds fitted with 4G modems and SIM cards from Ukrainian telecom firms, combined with a camera installed on the drone and the ability to use wireless networks, could be one of a number of avenues that would transform the Shahed into a relatively long-range reconnaissance and strike asset capable of beyond-line-of-sight real-time operations. This could help plug what at the time was a glaring gap in the Russian arsenal, although the stability of its connectivity is still unknown and providing man-in-the-loop guidances in real-time for strikes may be beyond the capabilities of this configuration, at least consistently.
Regardless, most of these drones do not have cameras or modems, they fly to a specific set of coordinates and dive on a target before detonating.
The following images offered a glimpse into that system.
— MAKS 26
Inside Russian Shahed: power bank and a SIM card of a Ukrainian operator pic.twitter.com/D5LGBMJfIv
Drone specialists who have investigated the remains of these weapons told the outlet that they had found SIM cards “from Ukraine, Russia, Belarus, and even some European Union countries. And the deeper we go inside the drone, the more foreign-made components we find.”
The RFE/RL team also found a Chinese mesh modem the Russians use to help guide the drone.
“It’s responsible, among other things, for radio and video communications. Essentially, this device allows the drone operator to see the video feed from the Geran-4 almost in real time,” RFE/RL stated. “The modem has a range of up to 300 kilometers and can also act as a signal relay. That means several drones flying near each other can relay and strengthen the signal, making it possible to control them over much greater distances.”
The discovery of the Chinese mesh modem illustrates something we reported earlier this year: “For some time now, Russia has been working on a man-in-the-loop (MITL) control capability for the Shahed/Geran, a feature that was confirmed when they started to appear with cameras and cellular modems, something TWZ explored in detail at the time. These developments allow the drone to be connected to an operator. Standard Shaheds fly autonomous routes to pre-planned targets on autopilot with no man-in-the-loop control. They are ‘fire and forget’ weapons.“
“Meanwhile, the range at which MITL can be achieved has been steadily increased. At first, the drones were adapted to exploit patchy cellular networks to provide additional connectivity when available. More recently, Shaheds have been flying with antennas allowing for direct line-of-sight control close to the front lines. This allows them to hit targets dynamically like an FPV drone, while packing a much heavier punch and being able to loiter for long periods of time. You can read all about this development here. Now, the datalink range is being extended using airborne signal relays, possibly creating a mesh network with multiple line-of-sight links.”
درون”Geran-4“ توقف محرك الـMicro-turbojet قبل الانقضاض على الهدف،
— TACTIX
وتتَّخذ وضعية الانزلاق البطيء، ربّما لتوفير الوقود او لدقة افضل اثناء البحث بالعدسة البصرية.
ايضاً يظهر بوضوح هوائيات الارسال Mesh Antennas
اثنان مثبَّتان على الذَّيل، أحدهما موجّه الى الاعلى والاخر الى الاسفل. pic.twitter.com/cQIyHhvbmm(@Tactixtm) September 27, 2026
Finally, the Ukrainian journalists found something else we have long reported on. Like many other Russian weapons, the Geran-4 even contains components made in America.
“Despite international sanctions, a significant portion of its components are still coming from abroad, highlighting gaps in global export control enforcement,” RFE/RL showcased. “We just opened up the drone’s onboard computer, and these circuit boards contain components made by a U.S. company. The markings on this component are partly worn off, but you can still see the manufacturer, Texas Instruments.”
“According to the specialists, what is actually Russian-made here is mainly the drone’s body and its assembly. This particular drone was manufactured and assembled at Alabuga, a major Russian drone production site. According to Ukraine’s military intelligence, Russia is now producing around 3,000 Geran-4 and Geran-5 drones a month at Alabuga and other facilities across Russia.”
Satellite images of the site first emerged in 2023, which you can see below.
Satellite images of the factory producing Iranian kamikaze drones Shahed-136 in Yelabuga, Tatarstan.#russia #Ukraine pic.twitter.com/07HBMwcGCs
— Dr. Khaled Alfaiomi (@Alfaiomi) November 15, 2023
As if the Geran-4 drones were not challenging enough for Ukraine, Russian Geran-5 jet-powered drones are equipped with “a DSMAC (Digital Sensor Module for Autonomous Navigation) module for navigation using reference images of the Earth’s surface, similar to the X-101 missile,” the Ukrainian technology monitoring channel Polkovnyk GSh reported on Telegram. DSMAC allows for a weapon to navigate without any external help from global positioning satellites. The Tomahawk also uses this system. You can read all about it and how AI embedded in Shahed models will be the next leap in true autonomy far beyond the front lines, even for hunting and killing targets of opportunity, in our special feature linked here.
In addition, Russia has installed mesh repeaters on these weapons for radio signals so that video of the attacks can be “recorded (and immediately transmitted),” presidential adviser on defense technology Serhii Beskrestnov, known as Flash, said on Telegram.
The Russian military is now capable of acquiring real-time, high-quality BDA of its strikes with Geran-type OWA-UAVs/cruise missiles in downtown Kyiv.
— Status-6 (@Archer83Able) September 27, 2026
In the footage below, we can see the moment of a Russian strike with Geran-5 cruise missile on the "Inkom" business center… pic.twitter.com/mPx4Kf9tmH
Though these jet-powered drones are causing major problems for Ukraine, the country is finding a way to combat them.
One way is by using Ukrainian Air Force F-16 Vipers to shoot them down, which you can see in the following video.
The moment a Russian jet-powered "Shahed" drone is shot down by an F-16 fighter jet using its M61 Vulcan cannon. pic.twitter.com/gU72HJTXUa
— WarTranslated (@wartranslated) September 23, 2026
The Russian jet-powered drones were largely outrunning the drone interceptors Ukraine began using with great success against the piston-driven Shaheds. Those interceptors were not only saving lives, but they were also saving money because they cost a tiny fraction of far more expensive, higher-end munitions like the PAC-3 MSE fired by the Patriot system or the AIM-120 Advanced Medium-Range Air-to-Air Missile variants fired from the National Advanced Surface-to-Air Missile System (NASAMS) air defense launchers.
Seeking a more efficient and effective defense, Ukraine adapted by fielding higher-performing interceptor drones that are purpose-built to take on the jet-powered Russian munitions. Still, the engagement window for hitting the Russian drones is small, and these are more expensive to build. However, they will remain far less costly and faster to acquire than surface-to-air missiles.
In his speech earlier this week at the U.N. General Assembly, President Volodymyr Zelensky claimed that “our soldiers have already successfully tested four new jet-powered interceptor drones against Russian jet-powered Shaheds. So we are scaling up production.”
It is unclear exactly which interceptors the Ukrainian president was talking about; however, other types designed to take on Russian jet-powered Gerans have become public. One of them is the Sting S, a variant of the bullet-shaped Sting interceptor drone made by the Ukrainian Wild Hornets drone company.
On Sept. 19, the company posted a video on X claiming that “a crew from the 1020th Anti-Aircraft Missile Regiment took down a Russian Geran-5 using the new STING S. This drone is faster and carries a larger explosive payload than other Geran variants.”
TWZ cannot independently verify these claims.
STING S takes down a Geran-5 jet-powered drone-missile
— Wild Hornets (@wilendhornets) September 19, 2026
The crew from the 1020th Anti-Aircraft Missile Regiment took down a Russian Geran-5 using the new STING S. This drone is faster and carries a larger explosive payload than other Geran variants.
Big thanks to the… pic.twitter.com/Eg0rQgd1tL
When we asked for more details, Wild Hornets told us “that the tests are going well. About a dozen enemy ‘Geran-4′ jet-powered strike UAVs have already been shot down, as well as several ‘Geran-5’ models, just in the last few days. We should note that at this stage we are talking about only the first results of combat testing within a few select units.”
The Sting S “is a high-speed quadcopter-type interceptor,” the Wild Hornets spokesperson added. “When choosing this model, we took into account that the solution should be inexpensive, easy to use, and quickly scalable.”
“Furthermore, most of the targets during combat testing have been destroyed using ‘Hornet Vision Ctrl’ remote control technology,” the spokesman stated. Wild Hornets claims the system provides low-latency image transmission, long-range communication, and resistance to electronic warfare.
100 remote interceptions in 100 seconds: Hornet Vision CTRL in action
— Wild Hornets (@wilendhornets) September 3, 2026
Since deployment, Ukraine’s Defense Forces have remotely destroyed 1,000+ enemy targets using the system.
All thanks to the skill of crews taking down enemy drones with STING interceptors every daypic.twitter.com/9sUthdjsvF
“We expect this will allow us to rapidly scale up the deployment of the new interceptor once mass production begins,” the spokesperson noted.
As we have frequently noted, Russia and Ukraine continuously create new weapons and ways to defeat them. The jet-powered Russian drones, and Ukraine’s newest interceptors designed to destroy them, are the latest examples of a seemingly endless weapons evolution cycle in this war.
Contact the author: howard@twz.com
The post Russia’s Jet-Powered Shahed Drones Are Quickly Evolving As Ukraine Scrambles To Blunt Their Damage appeared first on TWZ.
A British Excalibur uncrewed underwater vehicle (UUV) has fired a U.S. Mk 48 heavyweight torpedo in what is said to be a first-of-its-kind test for both countries. Though just a proof-of-concept so far, this is a significant new step for the United States and the United Kingdom toward future operational fleets of armed UUVs.
The U.S. Navy and the Royal Navy conducted the armed UUV test at the British Underwater Test & Evaluation Center (BUTEC), a maritime test range in Scotland, on September 13. Personnel from the Pentagon’s Defense Innovation Unit (DIU) and the Naval Undersea Warfare Center Keyport Division (NUWC Keyport), as well as unspecified industry partners, also took part, per a U.S. Navy press release.
— Office of the Chief of Naval Operations (@USNavyCNO) September 22, 2026
U.S. NAVY UPDATE: U.S. Navy and Royal Navy Successfully Test Fire Torpedo from Unmanned Undersea Vehicle
WASHINGTON – On September 13, 2026, the U.S. Navy and the Royal Navy successfully conducted the proof-of-concept launch of an exercise U.S. Mk 48 Heavyweight Torpedo… pic.twitter.com/lVB4wYSwC0
The test was also carried out under the umbrella of Pillar 2 of the trilateral Australia-United Kingdom-United States (AUKUS) defense cooperation agreement, which was first announced in 2021. AUKUS’ Pillar 2 covers a wide range of advanced technology cooperation, with particular focus on uncrewed platforms and autonomy. Pillar 1 of the agreement centers on support for Australia’s establishment of a nuclear submarine force.
For the September 13 test, the Mk 48 torpedo was slung under the Excalibur UUV. The nearly 40-foot (12-meter) long, 19-metric-ton submersible drone has a large internal payload bay, but it is reportedly not large enough to accommodate the Mk 48, which is the standard heavyweight torpedo in U.S. Navy service today. The 19-foot-long, 21-inch-diameter weapon has been successively upgraded over the years to expand its capabilities and improve its resistance to enemy countermeasures.
The Royal Navy officially unveiled Excalibur, which was developed by U.K.-based MSubs under Project Cetus, last year. The external torpedo launch capability was the result of two additional efforts, called Project Broadsword and Trial Iron, according to the U.S. Navy release.
The September 13 test “successfully validated the mechanical, electrical, and software integration of a U.S. kinetic payload onto an allied autonomous vessel, proving that allied forces can rapidly achieve weapon interchangeability,” the Navy’s release adds. “Approved in February 2026 by the Department of the Navy Rapid Capabilities Office (DONRCO), the project was executed in less than seven months.”
How the Excalibur UUV was controlled during the test and whether the torpedo was launched at a test target of some kind are unknown. TWZ has reached out for more information.
“BROADSWORD is a great example of how AUKUS Pillar II drives interoperability in across the alliance. Demonstrating the launch of a US torpedo from a UK extra-large unmanned underwater vehicle (XLUUV) is an important early step in developing lethality in our undersea autonomous systems,” U.S. Navy Vice Adm. Robert Gaucher, Director of Submarine Programs, did say in a statement. “We look forward to continuing to leverage the AUKUS partnership to keep pushing the potential warfighting advantages of unmanned undersea systems.”
“This successful test marks a historic first for allied undersea warfare,” U.S. Navy Adm. Daryl Caudle, Chief of Naval Operations, also said in a statement. “Proving that we can seamlessly launch a U.S. heavyweight torpedo from a Royal Navy autonomous underwater vehicle validates our shared vision for true interchangeability.
“This is a really important moment in our journey towards building a hybrid navy, which is where the Royal Navy will sail with crewed ships and submarines alongside uncrewed and autonomous vessels,” Luke Pollard, U.K. Minister of State for Defence Readiness and Industry, separately said in an interview with LBC radio. “It is a substantial increase in our lethality, to show that torpedoes can be fired not just by the Astute class hunter-killer submarines that we have in the Royal Navy, but also now by our uncrewed systems.”
The U.S. Navy and the Royal Navy employ various tiers of UUVs operationally today, but primarily for mine-sweeping and reconnaissance and surveillance missions. Future fleets of submersible drones capable of carrying out attacks on other vessels will create entirely new operational possibilities. Operated closely together with crewed surface warships and submarines, torpedo-toting UUVs could be sent ahead into riskier environments and offer an immediate option for engaging any threats they might find. Even a bigger UUV like Excalibur would also be more challenging for opponents to spot and track than a traditional attack submarine.
Excalibur is also in a category of larger and more capable submersible drones that offer significant endurance and higher degrees of autonomy. Adding in the ability to launch torpedoes, in turn, then opens the door to new concepts for employing these UUVs in groups more independently of crewed companions. In the future, for instance, armed Excaliburs or similar UUVs might be deployed to a particular maritime choke point to not just monitor for enemy movements, but actively hold them at risk.
In addition, in general, UUVs offer a way to expand total undersea warfare capacity in a more cost-effective manner compared to acquiring and fielding more traditional submarines. The ability to have more presence below the waves at a lower price point also translates to more persistence across large areas, something that could be especially valuable across the broad expanses of the Pacific, as well as other bodies of water globally. This presents additional targeting challenges and uncertainty for opponents.
“In securing the North Atlantic, especially against those nations that wish to do us harm, like Russia, the ability for us to now say it’s not just where our submarines are that you need to worry about – it is about how we create greater deterrence and question marks in the eyes of our adversary, with uncrewed systems there as well,” U.K. Minister Pollard said in speaking with LBC.
Pollard’s remarks here speak to particular considerations the British government is faced with just in its backyard. This includes the so-called Greenland-Iceland-United Kingdom (GIUK) Gap, which is the main path through which Russian Navy submarines transit to and from bases in the northwestern end of that country and the Atlantic proper. There is also the English Channel and the nearby Baltic Sea. The Royal Navy has limited capacity with its crewed submarines to monitor this and other critical regional chokepoints. UUVs could then help take pressure off its fleet of just five (of a planned seven) Astute class submarines, helping free those boats up for the myriad other missions they are tasked with, including carrier escort and special operations support.
“By converting commercial and allied uncrewed undersea hulls into high-end strike assets, the partnership drastically alters the cost-exchange ratio in contested maritime environments,” the U.S. Navy’s press release today notes, as well.
There are still many questions still to be answered about future larger UUV operations, including just how they will be deployed and recovered. Video the U.S. Navy released today shows that the torpedo-armed Excalibur was launched into the water in Scotland using a commercial truck-mounted crane. U.S. shipbuilders Huntington Ingalls Industries (HII) and General Dynamics National Steel and Shipbuilding Company (NASSCO), among others, have been working on new options for launching and retrieving larger drone submersibles from surface warships. External carriage on the hulls of ships and/or submarines might also be an option in the future.
Additional torpedo and other munition options for UUVs beyond the full-size Mk 48 could also be on the horizon. The U.S. Navy has invested heavily in compact and lightweight torpedo designs that could be well suited for employment from underwater drones like Excalibur.
The U.S. Navy says it is working with its international partners on another similar UUV capability demonstration, but this time involving an Anduril Dive-XL, under what is dubbed Project Cutlass. This effort “will tackle advanced payload integration data, command and control architectures, and tactical employment scenarios to further mature uncrewed undersea capabilities,” according to the U.S. Navy’s release.
The Royal Australian Navy is already in the process of acquiring and fielding a militarized version of the Dive-XL, called Ghost Shark. It’s also worth noting that the Dive-XL evolved from the earlier Dive-LD design. The Dive-LD is in at least limited operational U.S. Navy service now, a fact that was revealed by Iran’s capture of one of these submersible drones earlier this month, as you can read more about here.
The U.S. Navy is also continuing to push ahead with plans to field a force of Orca XLUUVs from Boeing. In August, the service announced that an Orca had conducted a 1,000-nautical-mile transit in the Pacific the preceding month as part of the ongoing development of that design.
Other countries are pursuing larger UUVs, as well. China has been making strides in this regard and is in some ways ahead of other competitors globally.
Excalibur’s ability to launch a standard Mk 48 heavyweight torpedo is already an important show of progress now toward a shared goal of a future underwater ecosystem that includes submersible drones that are able to attack other vessels.
Contact the author: joe@twz.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.
— Anduril Industries (@anduriltech) July 15, 2026
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
“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
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A new drone collaboration by Cessna owner Textron and autonomy provider Merlin Labs aims to offer the U.S. military a hot production line and a familiar platform for uncrewed aerial logistics, including in contested environments.
The product is SkyCourier UX, a drone version of the Cessna 408 SkyCourier that has flown for FedEx, foreign special operations forces and small remote commercial airlines during its six years of active service. TWZ previously covered how the SkyCourier would likely end up taking on military applications when it was first announced, which you can read here.
A partial full-size model on the show floor at the Air & Space Forces Association’s Air, Space & Cyber Conference in Washington, D.C., this week showed a nose that opened with hydraulics to a cargo bay in lieu of a cockpit. We have seen this same front door conversion concept for uncrewed cargo-carrying helicopters as of late. This allows for easy loading of outsized cargoes without specialized equipment, according to the company, though it does not increase the payload. Like the original SkyCourier, it’s good for about 6,000 pounds, or three standard containers.
The form factor of the uncrewed SkyCourier variant is otherwise identical to its crewed counterpart, with twin turboprops, a high-wing configuration and an aluminum body.
As with the base SkyCourier, a major advantage of the aircraft is its optimization for loading and carrying standard pallets. This means that cargoes don’t necessarily have to be downloaded, broken up and repackaged for movement to forward positions. This is a big logistical advantage and can speed the flow of critical supplies to where they are needed most.
The aircraft’s range is about 900 nautical miles, which the makers say suits it well for Pacific island-hopping, allowing for refueling stops on austere runways. It can take off on runways as short as 3,300 feet and land in just 2,500 feet, according to a spec sheet.
The Textron/Merlin collaboration aims to differentiate itself with proven capability in the missions it intends to fulfill, along with the ability to roll out a new drone variant fast and one it can sustain consistently. Bob Gibbs, Textron’s vice president of special missions sales, told reporters in a Monday briefing that the conventional SkyCourier was now fulfilling new orders, not previously announced, to deliver modified aircraft to foreign nations for medical evacuation, casualty evacuation and environmental protection.
“The aircraft’s being operated literally from the Arctic to the Amazon,” Gibbs said. “There are three different island nations in the Pacific that have airline fleets of them. We support our aircraft in 170 countries around the world. So, just like a Cessna Caravan or a Beechcraft King Air, they’re ubiquitous. You find them anywhere, and we support them anywhere in the world.”
While the 900-mile range can’t take the loaded-up aircraft the nearly 2,000-mile stretch between the first and second island chains, Merlin and Textron executives said they don’t need to accomplish that to make it effective.
“This is the ability to disperse the forces among the second island chain … to do the island-hopping to be able to get to, whether it’s Palau, Tinian, Saipan, pick your various islands there,” Kyle Kremer, a retired Air Force major general who now advises Merlin, said. “With the range that it has, it has the ability to agilely move through there” and connect logistics pipelines.
The autonomy package, Merlin Pilot, is already in use under a $105 million U.S. Special Operations Command contract to develop autonomy for the C-130J Super Hercules transport aircraft. It’s been flown aboard four different single and multi-engine airframes, the company says. A promotional web page for Merlin Pilot shows tanker-class and commercial cargo applications with developing and future capabilities.
Merlin has also teamed with the Air Force to develop an AI copilot for KC-135 tankers that can decrease crew workload and even possibly fly the aircraft on its own in the future. TWZ reported on planned tests for these autonomy-enabled tankers in 2024, with the flights set to begin the following year.
However, the Air Force has not confirmed the completion of any flight tests for the effort since. And on Wednesday, Lt. Gen. Daniel Tulley, commander of Air Force Mobility Command, appeared to confirm that the tests had never taken place.
“There’s some companies out there who have offered to develop things where they can bring a carry-on kit onto old KC-135s and other aircraft, but we haven’t seen them test those successfully,” he said.
He added that autonomy technology may lack the maturity needed for tanker missions.
“An optionally manned or an unmanned tanker at range, [at] the ranges we needed to operate at. It’s a very large aircraft, and we’re not yet to where we’re employing fully autonomous large aircraft. But the technology, I would say, is there and rapidly getting there,” he said.
Tulley did stress that the Air Force saw a need for unmanned aircraft in the last-tactical-leg delivery.
“I’m wrestling with that as we develop an AMC strategy,” he said. “There is absolutely room for some sort of autonomous or other small light lift capability, and that’s just one domain in the air, right? This could be by sea, could be by land, but there is absolutely some requirement for distribution from those major points of debarkation.”
In addition to autonomous takeoff, landing and navigation, and protection of the flight envelope, Merlin Pilot, the company says, has digital copilot human-machine teaming characteristics that include pilot health monitoring, gaze tracking and fatigue detection; pilot incapacitation and contingency response; and flight monitoring and assistance.
Some of Textron’s new features are making light steps toward autonomy already. Gibbs pointed out that the company’s Cessna Citation Gen3 business jets now include standard Garmin auto-land technology.
“Obviously, it’s a different scale than what Merlin’s doing as far as automation,” he said. “But … as we develop new products, we try to future-proof them, and so that’s where you get this nice transition between us.”
The SkyCourier can cost up to $8.5 million, depending on modifications, and while the SkyCourier UX sports GPS-denied navigation and the ability to seek different flight paths to avoid danger, it doesn’t have other built-in defenses. For contested logistics missions, it’s not clear how much risk the services are willing to tolerate for a relatively small logistics payload capability. Kremer maintained, though, that a drone of this size could be a mission-saving capability when dispatched to austere locations. And, in a Pacific conflict, it may reduce demand on already-stretched C-130 transports, now the smallest platform capable of carrying standard containers and long overtasked.
“If you can’t get the spare tire, if you can’t get the component, that small thing where you need it in these dispersed operations, they don’t keep the big logistic supply chain built up in these locations,” Kremer said. “You have to be able to get it where you need it, when you need it, and that’s what this provides.”
Nonetheless, the Air Force has a clear appetite for a capability like this. Last year, it signed a $17.5 million contract to put a Reliable Robotics autonomy package on a Cessna 208B Caravan.
On Monday, Air Force Chief of Staff Gen. Ken Wilsbach reiterated the Air Force’s interest in unmanned aerial logistics platforms.
“We’re doing testing on them,” he said in response to an audience question. “We believe that there’s some value in that as well. It certainly could be valuable in the Pacific with the ranges that we’re talking about, and so we’re looking at several different options and evaluating them. But I would say nothing, no program of records just yet, but [we’re] certainly taking a look at some demonstrators and the like to see what’s available to us.”
Notably, China has made significant advancements in developing logistic drone capabilities, with reported successful flight tests of massive heavy-lift uncrewed aircraft, including a 7-ton cargo plane that’s currently the world’s largest uncrewed freighter to take flight. Among them is China’s CH-YH1000, a medium-altitude cargo drone developed by the China Academy of Aerospace Aerodynamics that boasts, like SkyCourier UX, a hatch in lieu of a cockpit for ease of flat-pallet loading up to a weight of 1.2 tons. These are just some of an increasing number of similar systems being developed in China that aim to take the crew out of lower-end logistical missions over short, medium and long distances.
Though Textron and Merlin have yet to build a SkyCourier UX prototype, Merlin CEO Matt George emphasized that the company had chosen to partner with Textron because they could start delivering aircraft fast.
“You’ll see over the course of the show a lot of concept aircraft. You’ll see a lot of renders. You’ll see a lot of people who have big empty factories all around the country,” he said. “But I also want to be very clear about the fact that none of this matters without production … There’s 14,000 Americans working in Wichita, Kansas, on a production line where these aircraft, at least in the crewed configuration, are coming off the production line. So when we talk about capability, we’re talking about that capability and bringing that capability to bear soon, rather than in the future.”
Next in the development process, executives say, will be an optionally piloted version of SkyCourier that will allow users to develop comfort with the platform and open the door to further iteration.
The Textron/Merlin team is also leaving its options open in terms of which U.S. military customer might find its platform most useful.
“I hope [the Army and Air Force] fight over it,” Gibbs said.
Contact the editor: Tyler@twz.com
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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
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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
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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.
— Anduril Industries (@anduriltech) July 15, 2026
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
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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After the U.S. lost dozens of its MQ-9 Reaper drones to fighting in Iran, newcomer drone-maker Swarm Aero announced Monday that it had developed a drone in the same medium altitude, long-endurance (MALE) class, capable of executing swarm missions and cheap enough to afford losing, even in large numbers. This comes as the USAF is looking for a cheap replacement for the Reaper, targeting just a fraction of the MQ-9’s cost, at $10M per copy.
Called Gamera, the new drone, built from a clean-sheet design, has a wingspan of about 72 feet, a payload capacity of 2,800 pounds, a “Pacific-spanning” unrefueled range of 9,000 miles and a combat radius of 2,300 miles with “hours” of on-station time once at its patrol area. Kitted-out Reapers, which reportedly cost $30-50 million apiece, have a payload capacity of up to 3,800 pounds.
Meet Gamera, a new category of Group 5 strike and sensing UAS that we unveiled at @AFA_Air_Space's Air, Space & Cyber Conference today.
— Swarm Aero (@SwarmAero) September 14, 2026
Mass-producible, significantly lower cost than legacy platforms, and the first UAS specifically designed to employ bomber-class strike… pic.twitter.com/UhT9bgcTPn
A mockup unveiled at the Air & Space Forces Association’s Air, Space & Cyber Conference in Washington, D.C., underscores the aircraft’s large wingspan and showcases its unique design that is built for cost efficiency, above all else. It features a single propeller, like the Reaper, a central fuselage and hardpoint, large fuel cells in sponsons on either side and an OV-10 Bronco-style twin-boom t-tail.
These general design choices were made for efficiency and practicality, Peter Kalogiannis, CEO of Swarm Aero, said in an interview on the show floor.
“The Bronco tail is really there to provide us that flexibility. So it allows us to use a variety of payloads, whether they’re released, whether they’re rocket-powered, and it really gives us it… it really sets into the flexibility goal here, which is we can carry a whole bunch of different payloads, whether they’re strike, whether they’re sensing,” he said. “And it’s also easy to manufacture, right? It’s straightforward, and that’s a design decision that again we’ve made everywhere across the design standpoint.”
Other modularity features include making the wings removable and separate from the fuel system (dry wing), the executive said, which increases efficiency in manufacturing.
Gamera’s native payload, according to the announcement, will be JASSM-ER cruise missiles, which have a plussed-up range of 600 miles. This payload, the company said, will deliver “comparable strike effects to exquisite systems for roughly one-tenth the cost-per-effect of existing platforms.”
The MQ-9 is in the process of integrating the AGM-158 Joint Air-to-Surface Standoff Missile and other missiles as compatible payloads in a move to turn the drones, which conventionally carry laser-guided Paveway bombs and Hellfire missiles, into more robust standoff “missile trucks.”
Swarm Aero execs said the aircraft’s six other hardpoints beyond its centerline one allow it to carry many munitions and other payloads. Renderings of a number of configurations show the drone configured for direct strike with Hellfire/JAGM missiles, ISR support with podded sensing payloads, and even air-to-air missiles.
Swarm Aero’s unveiling comes after the Air Force announced its desire for what it’s calling a “Massed Modular Aircraft” – a MQ-9 successor at a fraction of the price point: $10 million per copy.
Certain announced Gamera specs line up with the Air Force’s MMA wish list, which included a 2,800-pound payload capacity and an unrefueled combat radius of 2,300 nautical miles.
“Built around a unique manufacturing approach, swarms of these Group 5 UAV give the U.S. Air Force the cost-effective force structure needed for their ultimate goals of surface strike, sensing, and other missions,” the company said in its announcement. “Their tremendous range and payload flexibility fill the gaps between ‘pulsing’ forces to provide highly persistent air dominance over vast areas.”
Oliver Palmer, Chief Revenue Officer and co-founder of Swarm Aero, said the unit cost of Gamera would come in under the $10 million target. While he declined to say by how much, he maintained that the offering for the Air Force’s Massed Modular Aircraft requirement would be “competitive.”
Kalogiannis said the clean-sheet and targeted approach was critical to achieving cost reduction.
“Low cost isn’t something that you kind of sprinkle on an existing design, an existing engineering system, even an existing organization,” he said. “You have to design the aircraft, design the company around that, and that’s what we’ve done. So every design decision we’ve made has been factoring in cost from the very beginning, and manufacturability and the ability to build these at scale.”
Though the company has been reticent about the main materials in Gamera, executives referred to the $10 million Air Force Research Lab contract the company is executing to develop metal composites. The company’s first engineering hire, they said, was a materials and process engineer.
“We’re demonstrating the progress there and kind of applying those technologies to real aerostructure development,” Kalogiannis said.
Expanding the picture is the drone’s swarming capability – the company says it’s most effective in “groups of up to 80,” powered by a Swarm Aero command-and-control and autonomy system called Legion. The system purports to let a single military operator or team direct a cluster of dozens of different uncrewed systems across multiple domains at the same time and has already been experimentally deployed by the Navy to direct air and sea drones.
The company, which was founded in 2022 and is based in northwest Arkansas, also noted that Legion has already been tapped by the Defense Innovation Unit as a C2 source for its Autonomous Collaborative Teaming program.
“At Swarm we’ve inverted conventional wisdom around air power platform design, manufacturing, and combat operations and introduced an affordable, mass-producible strike platform that will re-establish an asymmetric edge over our adversaries,” Palmer said in a statement.
The Air Force has stressed its desire to develop Group 5 unmanned aerial systems akin to Reaper, emphasizing that attritability is not the same as expendability and the category lives between single-use weapons and more exquisite, higher-cost platforms.
The Air Force’s Reaper fleet is reportedly now around 135 units, down from a desired floor of 189, with dozens lost over Iran and Yemen in recent fighting. But the Air Force has only purchased up to 337 of the aircraft over the 19-year life of the program.
While the Air Force has said it wants at least 180 MMA units, Palmer suggested Gamera’s low price point and capabilities might push the service toward a higher acquisition target.
“Reaper was very specifically for terrorism, overhead surveillance and strike with very short ranges in uncontested airspace, and really not transiting massive distances to do those operations,” he said. “This is really intended more for long-range strike, and then also can do all of those MQ-9 sensing [and other] missions. It’s a different paradigm. So when we think about how you build out the force, how you size that, it’s really for long-range strike, and that really drives the program and the aircraft into a different direction.”
Just today at the Air & Space Forces Association’s conference, the USAF confirmed it plans to buy 500 MMAs by 2032. So the stakes are high, to say the least.
The Air Force’s quest for a less-expensive Reaper successor will clearly trigger a race to meet the requirement. Earlier this month, Reaper maker General Atomics unveiled Wildfire, a MALE drone developed from the MQ-9 that purports to deliver similar performance to its progenitor, with some key tradeoffs, at a lower cost. The company has been outspoken about how achieving Reaper’s full capabilities at a fraction of the cost will be an unrealistic challenge. General Atomics has yet to provide full specifics on if it will arrive under the $10 million target cost stipulated by the Air Force.
Contact the editor: Tyler@twz.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
The post Fleet Of At Least 500 Collaborative Combat Aircraft By 2032 Now In USAF’s Plans appeared first on TWZ.
Lockheed Martin’s Skunk Works advanced projects division has shared all new information about its stealthy Collaborative Combat Aircraft (CCA) type drone design named Vectis, which it first unveiled a year ago. One of the most intriguing details is the true nature of its air inlet configuration, pointing to the premium on survivability the Skunk Works has placed on its CCA offering, especially when compared to other CCA designs.
Vectis has a far more exotic, deeply recessed “submerged” top-mounted air intake than was originally disclosed when Vectis first came out of the shadows. This further underscores the heavy emphasis Skunk Works says it has been placing on its CCA’s ability to stay undetected and live to fight another day. Vectis is also the first tailless CCA design we have seen from a U.S. manufacturer.
Ron Fehlen, Lockheed Martin Vice President and General Manager of Skunk Works, gave TWZ and other outlets an update on Vectis last week ahead of today’s start of the Air & Space Forces Association’s 2026 Air, Space & Cyber Conference. Skunk Works says work on constructing the first prototype of Vectis – a word that means lever or pole in Latin, and that Lockheed Martin has said reflects the ‘leverage’ the drone offers – is underway now. The goal is to have it flying by the end of next year. There are already plans to build four more prototypes using internal funding.
Check out the Skunk Works’ new Vectis video below:
“It is designed, as you can likely see, to be both survivable and affordable and flexible across the range of missions that our customers need, have needed, and continue to need into the future,” Fehlen said by way of introduction. “The technical specs, as you can imagine, are designed to meet and, in some cases, exceed the customer sets that we are working with and their requirements and their mission needs.”
The basic core of the single-engine Vectis that we have seen now is largely unchanged from what had been shown at the time of the unveiling last year. It is still a tailless drone that has a lambda wing planform and air intake mounted on top of the central part of the fuselage, as well as a prominent chine line around the forward end and a shovel-like shape to its nose. New renderings do show revised positions for various conformal antennas and/or sensor apertures around the central fuselage. These are all established features of low-observable (stealthy) aircraft designs.
Skunk Works’ Fehlen also shared last week that Vectis is approximately 34 feet long and has a wingspan of around 38 feet. As a comparison, the Navy’s two-seat primary jet trainer, the T-45 Goshawk, is roughly 39 feet long by 30 feet wide.
The biggest new detail, as mentioned, is the shaping and position of Vectis’ air inlet. Fehlen stressed that this is actually not a new feature, and has “been a part of the design since the beginning,” but was not reflected in previously released renderings and scale models.
The intake was depicted in the past as having a relatively straightforward configuration. It did appear to have a saw-tooth leading edge, another indication of stealthy design considerations. The visuals we have now show the intake is deeply recessed into the top of the fuselage, sitting behind a downward-sloping v-shaped channel.
Vectis doesn’t have a fully flush-mounted inlet, like what is found on Boeing’s MQ-25 Stingray tanker drone, among other designs, but it is close to it, very loosely similar to what’s found on the B-21. The rear is slightly raised above the v-like pocket where air flows down into the intake. Flush or near-flush intakes offer particular benefits when it comes to low-observability (stealthiness) and aerodynamic efficiency, but are also notoriously problematic, especially in certain flight regimes, as you can read more about here. This is even worse for high-performance aircraft that have a wide operating envelope and have to maneuver at higher angles of attack. The CCA would likely fit into this category, at least to a degree.
When it comes to Vectis, “there’s a lot of different reasons behind it [choosing this submerged intake configuration], but I’ll pick up on a couple here for you,” Skunk Works’ Fehlen explained. “The first is it reduces that frontal drag. So, anything sticking out in the wind, as many – as all of you know, I’m sure, creates drag on the aircraft itself. So, if you want better performance from a range, et cetera, then you need to be able to reduce that drag, and that’s an example.”
“It’s also interesting to me, particularly as the Air Force speaks about Agile Combat Employment, the ACE concept, as you’re aware. There is an advantage to having an inlet on the top of the aircraft if you’re out in more austere environments and you’re concerned about FOD [foreign object debris] pickup off of a runway,” he added.
ACE refers to a set of U.S. Air Force concepts of operations focused primarily on relatively rapid and irregular deployments, particularly to far-flung, austere operating locations, and with the expectation that logistics support could be very limited. The ACE construct is at the very core of the Air Force’s CCA program requirements and its plans for operating those drones in the future.
Fehlen also confirmed that the inlet’s design has to do with survivability, but did not elaborate in any detail, which is unsurprising considering the sensitivities of such design elements. The original Vectis promotional video Lockheed Martin put out last year, seen below, showed an S-shaped duct behind the air intake and exhaust shrouding, which are features designed to further reduce a platform’s signature.
In terms of performance, Lockheed Martin has yet to share any hard specifications it is targeting for Vectis, or disclose details about the engine the design will use. Fehlen did also highlight the drag-reducing performance advantages of the drone’s tailless design, including for maximizing range.
Details about what other capabilities Vectis might have are still limited. Fehlen noted that the design is expected to be capable of both air-to-air and air-to-ground mission sets. In a new computer-generated promotional video, seen earlier in this story, the drones are depicted launching what look to be AIM-120 Advanced Medium Range Air-to-Air Missiles (AMRAAM) and GBU-53/B Small Diameter Bomb II (SDB II) glide bombs, also known as StormBreakers. The AIM-120 has already emerged as something of a default initial weapon for Western CCA-type drones. The video also confirms Vectis has an internal bay that is able to accommodate at least two munitions, likely the size to accommodate medium-range air-to-air missiles.
In addition, the video shows Vectis as having a traditional electro-optical/infrared sensor turret behind a stealthy faceted enclosure under the nose. When the drone was first unveiled last year, TWZ noted that it could carry a variety of sensors, including compact radars and/or infrared search and track (IRST) systems, which would be particularly relevant in the air-to-air role.
During the press call, Skunk Works’ Fehlen reiterated that Vectis is being designed with an eye toward modularity and open-architecture systems. This, in turn, will make it easier to integrate new and improved capabilities and functionality down the line. Open architecture is at the heart of every CCA offering we are aware of at this time.
Fehlen further highlighted Lockheed Martin’s extensive work to date on advanced autonomy packages and crewed-uncrewed teaming capabilities. This includes the development of the Multi Domain Combat System (MDCX), an “autonomy platform” that is already central to the U.S. Navy’s plans for the carrier-based MQ-25 Stingray. The head of Skunk Works also explicitly called attention to autonomous air intercept testing conducted in cooperation with the Air Force earlier this year using the unique X-62A test jet, and said that work is feeding into Vectis’ development.
On top of all this, Lockheed Martin is already actively laying the groundwork for the U.S. Air Force’s F-22 and F-35 fighters to control future CCA drones, via in-cockpit touchscreen-type user interfaces, likely involving tablets, at least at first.
The new Vectis promotional video also shows a traditional ground control station being used to direct the drones, but with the phrase “managed from anywhere” on the screens, as seen below. Fehlen did say that any specific requirements for autonomy, command and control, and other operational capabilities would be up to individual customers, and that third-party vendors could be involved.
Beyond Vectis’ design and expected capacities, Fehlen touted the speed at which work on the first physical prototype is progressing, and highlighted the use of digital design techniques and advanced manufacturing processes.
“This team, when kicked off, took a design on a napkin, which we will likely frame one day in my office … two months later, they were in the wind tunnel validating the design,” he said. “So, in under two months, we’re already getting in the wind tunnel straight from off of a napkin. We had the first digital build in six months, and the first part release in eight months. So it gives you a touch of a sense for exactly how fast we’re moving.”
“This aircraft was designed in a fully integrated digital environment,” he added. “Really, it’s creating that unbroken digital thread from the design all the way through sustainment.”
There has been much talk over the years about whether the promised benefits of digital engineering have lived up to expectations, with former Secretary of the Air Force Frank Kendall having been particularly critical of the technology being at least over-hyped in the past. At the same time, the use of digital design tools has become increasingly commonplace, including on top-priority U.S. military aerospace projects, and not just at Skunk Works.
“We’ve used advanced design and manufacturing processes developed for many years under our own internal investment … for other Skunk Works programs, we’ve pulled that into this, of course, to continue to advance our manufacturing as well as the advanced design capability,” Fehlen continued. “They’re using real production processes.”
The Skunk Works boss stressed that this approach offers advantages not just for accelerating development and prototype, but also for reducing costs and positioning Vectis to enter full-scale production.
“It gives you the reliance and the confidence as you continue to move forward that you’re ready to off and build these things because you’re using those real production processes,” he explained. “An example of that is a technique that we call minimal tooling determinant assembly. It’s a technique that really enables an increased level of affordability and speed through really reducing the amount of touch labor required and increasing the first pass yield. We’ve seen, in many cases, an 80 percent reduction in labor hours to build up the aircraft itself.”
Fehlen made an indirect reference to flat-pack furniture from IKEA to provide additional context, in extremely general layman’s terms, about what this technique offers.
“That’s what we’re talking about, that idea that it can come together very quickly, limited touch, and limited error. We constrain that to reduce the number of labor hours, which is not just a cost implication, but also buoys the speed and how fast we’re going to be able to produce them,” he said. “You can imagine, as well, there’s a lot of simplification that goes into this. We have significantly reduced the part count. Again, back to simplify the build so that you can have a positive impact on speed and affordability, not new techniques, but we’ve applied them here with vigor to ensure that we are getting to the cost point that the services and our customers need in order to make this system effective.”
In terms of actual unit cost, “we’re always looking at, and, of course, we’re targeting to be [at] the CCA competitive price, so we’re very cognizant of it and make trades associated with that,” according to Fehlen. Vectis is “focused more on the CCA side of the house, and obviously the price points that are highly relevant in that regime, and then, of course, making trades along the way, and to make sure that we can meet it.”
The head of Skunk Works was responding here specifically to a question that mentioned the Air Force’s target of a roughly $20 million unit price for drones acquired under the first phase, or Increment 1, of its CCA program once full-scale production is achieved. The service announced in June that it was ordering fleets of both of the Increment 1 designs now in development, General Atomics’ FQ-42A Dark Merlin and Anduril’s FQ-44A Fury. The Air Force has plans for at least one more increment to this program, and has said in the past that it could pursue lower-cost (and less exquisite) designs.
“While not discussing suppliers, you can imagine we are ensuring that all of the decisions we make in the development and then the build out of these aircraft are designed around achieving that competitive cost point, while at the same time maximizing the amount of capability,” Fehlen added. “Those are the things that our customers are looking for, and we put it in a survivable solution.”
“There are some [companies] that are really going down the attritable [route], which defines a different price point than the CCA community has been targeting,” he also noted. Attritable designs are “quite a bit less from a cost point perspective and often from a capability perspective.”
With this in mind, there are still larger questions about where exactly Vectis may fit into U.S. military CCA plans, as well as those emerging from allied and partner air arms globally. Skunk Works has said in the past that it was eliminated from the Air Force’s CCA Increment 1 competition because it put forward a very stealthy “gold-plated” design that was not what the service wanted. Lockheed Martin had also indicated that its view of the capability/cost balance on new CCA-type designs had subsequently shifted very much in the opposite direction. Though it is still not entirely clear, what we’ve learned about Vectis in the past year would seem to signal that the pendulum at Skunk Works has swung back the other way again, at least to a degree.
As an interesting point of comparison, Northrop Grumman had also entered a higher-end design for the Increment 1 competition. In the wake of that loss, the company produced a much more familiar CCA design with a more traditional planform, which is now known as the YFQ-48A Talon Blue.
It’s also worth noting here that Skunk Works had publicly shared a future crewed-uncrewed teaming vision that included multiple tiers of drones back in 2022. This ranged from a cruise missile-like design the company now calls the Common Multi-Mission Truck (CMMT) all the way up to a concept for what could have been a very low-observable (stealthy) and highly autonomous flying wing uncrewed combat air vehicle (UCAV).
“We listen closely to our customers to deeply understand the operational environment and use those insights and our own analysis to inform the diverse solutions we develop for different mission sets,” Lockheed Martin told TWZ directly after the press call last week in response to a follow-up question about whether the 2022 vision was still relevant and if Vectis had supplanted the upper-tier concept shown at that time. “We continue to evaluate a range of crewed and uncrewed concepts against evolving customer needs.”
“Lockheed Martin Vectis addresses a warfighter need for a survivable, flexible and multi-mission capability, both domestically and internationally,” the company added in its statement. “We’re leaning into that demand, making strategic investments to accelerate Vectis’ progress and maturity and to deliver the capabilities our nation and allies need.”
Publicly, the Air Force continues to eschew any new plans to acquire and field UCAVs in favor of or even in addition to far less exquisite CCAs. The U.S. Marine Corps has so far put forward a similar CCA vision. However, just at the end of last month, the U.S. Navy released new target requirements for what it called a CCA-type drone, but that described something that sounded much more like a UCAV.
Lockheed Martin and a host of other companies globally are being presented with a clearly expanding CCA market, but there is also still obvious interest in higher-tier UCAVs. China, in particular, has positioned itself as the current leader in the stealthy flying wing UCAV space, as well as a dominant actor in advanced combat drone developments more generally speaking. Russia, India, Turkey, and France continue to pursue flying wing UCAVs, as well. That being said, Skunk Works’ Vectis is arguably the closest we have seen to a low-observable UCAV to come out of recent CCA developments.
Regardless, Skunk Works is confident that there is a place for Vectis, together with autonomy and other capabilities it is developing, domestically and internationally, in this future uncrewed air combat ecosystem. It “is a survivable autonomous multi-mission platform, which we believe is the solution needed within today’s operational environment and into the future,” Fehlen said last week.
Skunk Works is committed to “delivering what’s next across … airframes, open architectures, to include artificial intelligence and autonomy, and then crewed-uncrewed integration,” he added. “Make no mistake, it will take advancements across all these areas to get to where our customers are going. We look at the full picture. Vectis is a holistic weapon system from our perspective.”
Altogether, “it’s an urgent need. We know that. We can hear it.”
UPDATE: 3:10 pm EDT
We now have a photo of the full sized Vectis mockup on the floor or Air, Space, Cyber 2026:
Contact the author: joe@twz.com
The post Everything We Just Learned About The Vectis Collaborative Combat Aircraft From The Skunk Works appeared first on TWZ.
France is accelerating work on the Rafale F5 standard, bringing forward development of a major new configuration of its combat aircraft at a time when the country’s planned next-generation fighter with Germany has effectively collapsed in its original form. The contracts cover the equipment judged to have the highest technical risk, ahead of the overall development contract for the F5 standard, expected for the end of this year.
The French defense procurement agency, the Direction générale de l’armement (DGA), ordered the first upstream development work for F5 from Dassault Aviation, Thales, MBDA, and Safran. The contracts cover key areas including navigation, datalinks, radar, electronic warfare, and propulsion, laying the groundwork for the next configuration of the Rafale, which is planned to enter service with the French Air and Space Force and the French Navy starting around 2033.
#Commande | Rafale F5
— Direction générale de l'armement
La DGA commande les 1ers travaux en amont du prochain lancement en réalisation du standard F5 du Rafale
Ils concernent notamment :la centrale inertielle
pic.twitter.com/n3uhBYqIvi
(@DGA) September 9, 2026
The most extensive modernization of the Rafale yet, the F5 standard was originally part of a longer transition toward France’s next-generation combat-air capability. But with the Franco-German New Generation Fighter (NGF) effort now effectively dead in its original configuration, the accelerated F5 program is taking on a much larger strategic role.
Rather than simply keeping the Rafale relevant until NGF arrives, France is now developing a version of the aircraft that is set to carry much of the country’s high-end combat-air capability well into the 2030s and potentially beyond.
The increasingly capable F5 could, in turn, reduce the urgency of finding a replacement for the Rafale — while potentially adding to the fighter’s export appeal. After a slow start, Dassault has recorded export sales of 299 new-build Rafales to eight nations.
The DGA’s contracts engage four of France’s principal combat-aircraft industrial players. Dassault Aviation remains responsible for the aircraft and its overall integration; Thales is involved in major sensor, electronic warfare, and communications capabilities; MBDA is responsible for much of the weapons system; and Safran is responsible for propulsion.
Previous Rafale standards have largely consisted of incremental upgrades, focusing on software and other improvements to the existing aircraft configuration. F5 is notably more extensive, addressing many of the critical systems that determine how the aircraft senses the battlespace, communicates with other platforms, conducts electronic warfare, and generates the power needed to operate increasingly demanding equipment.
The DGA has specifically identified the Thales RBE2-XG radar as one of the major technological advances associated with F5.
The RBE2-XG is expected to feature gallium nitride (GaN) semiconductors. Compared with previous technology, GaN generates less heat and has the capacity to operate at higher voltages, meaning that output power can be increased, while component size can be reduced. Overall, using GaN should help to get more power out of the radar without increasing its size.
According to the DGA, “This new radar will benefit from a substantial increase in power, and consequently in detection range, as well as improvements in the identification of targets with an extremely low radar cross-section (RCS). Its computing capabilities will also be enhanced to facilitate the integration of artificial intelligence.”
The RBE2-XG will also be “designed with collaborative combat in mind, featuring sensors capable of working together without the need for pilot intervention.” It is also planned to have enhanced resilience, including against cyber threats.
France is already working on the concept of a combat drone to accompany the Rafale, with the future F5 standard providing the crewed aircraft around which those systems can operate.
The new radar will be combined with more capable electronic warfare equipment, improved communications and datalinks, expanded processing capacity, and a more capable propulsion system.
To be developed by MBDA and Thales, the forthcoming F5 version of the SPECTRA self-protection suite is intended to significantly improve detection and jamming capabilities, the DGA says, “through a fully digital approach, enabling a complete overhaul of the core electronic warfare system to counter the increasing density and broadening of the threat spectrum, as well as the growing complexity of threat waveforms, expected by 2035.”
Thales will also be responsible for the new Inter-Vehicle Data Link (IVDL) system, described as a “stealthy and resilient datalink.” The DGA says the new datalink will expand connectivity “thanks to a new high-speed, discreet, and jamming-resistant waveform. IVDL will allow the Rafale to penetrate hostile areas where jammers are widespread, while maintaining optimal quality of communication and dialogue between aircraft.”
Safran will begin preliminary design work on the M88 T-Rex engine, which is planned to increase the turbofan’s thrust from around 16,500 pounds to nearly 19,850 pounds, an increase of roughly 20 percent.
In terms of armament, the contract announcement mentions the ASN4G missile, set to be introduced to service by 2035, which will allow the Rafale F5 to continue to serve as the airborne nuclear component. The munition remains in the early stages of development, but it will be capable of hypersonic speeds — defined as speeds greater than Mach 5 — with a range in excess of 1,000 kilometers (621 miles).
Other likely new missiles include a beyond-visual-range air-to-air missile to succeed the current Meteor. As you can read about here, France’s Comet program, apparently led by the French side of MBDA, is already looking into this requirement, with an apparent plan to introduce the weapon around 2030.
An older video from MBDA showing some of the company’s weapons integrated on earlier versions of the Rafale:
For France, the original logic behind the pan-European FCAS program was that Rafale would eventually give way to the NGF as its principal crewed combat aircraft, operating from land bases and aircraft carriers.
With the collapse of the Franco-German effort, France cannot simply wait for a next-generation fighter program whose industrial and political future is uncertain. Instead, the Rafale has to remain capable against rapidly evolving threats throughout the 2030s and beyond.
With the F5 standard, however, France is looking to incorporate some of the concepts envisaged for NGF. These include distributed architectures in which crewed fighters, uncrewed aircraft, remote carriers, missiles, and offboard sensors cooperate across a battlespace.
A highly upgraded Rafale operating as the crewed controller of uncrewed combat aircraft and remote weapons could perform some of the missions that France originally expected from NGF.
For now, F5 also sidesteps the central problem in the now-defunct Franco-German effort: whether the two countries could agree on the requirements, industrial structure, and workshare behind a new-generation combat aircraft.
Despite its advances, the F5 airframe remains derived from a design dating back to the 1980s, which first entered French service in the early 2000s. In particular, it falls well short of fifth-generation designs — let alone sixth-generation ones — in terms of low observability. This is one area where collaborative drones could potentially help compensate for the Rafale’s inherent limitations.
France has therefore bought itself some time with the F5 program. But it may eventually decide that it needs a future high-end crewed fighter to provide capabilities that an upgraded fourth-generation airframe cannot fully replicate, particularly in terms of survivability against advanced integrated air-defense systems, signature reduction, internal weapons carriage, and operations deep inside heavily contested airspace.
On an industrial level, F5 is also significant because it brings together the same French industrial heavyweights that would have formed the backbone of its FCAS effort. Dassault Aviation, Thales, Safran, and MBDA are now well-positioned to work together on whatever comes after F5, whether that is a crewed combat aircraft, uncrewed CCA-type platforms, or a combination of both. Based on its experience with the nEUROn program, France would be well placed to develop a UCAV that can work cooperatively as well as independently, taking over the deeper-penetrating fighter mission set, and potentially skipping a sixth-generation fighter altogether.
Meanwhile, success with F5 — and, in particular, with the wider combat ecosystem planned around it — could put France in an even stronger position when it comes to any future European fighter project.
For the time being, Britain, Italy, and Japan are pursuing the GCAP/Tempest pathway toward a new combat aircraft. Germany and Spain remain tied to the wider FCAS architecture, even as the original Franco-German NGF arrangement has fractured. Sweden’s position is less clear, with indications that it could collaborate with either France or Germany.
France, for its part, is now investing heavily in an increasingly sophisticated Rafale architecture while maintaining its own sovereign industrial base.
In terms of acqusition, France is expected to pursue a mixed approach, buying new-build Rafales while upgrading suitable aircraft already in service to the F5 standard. The oldest jets are unlikely to receive the full F5 treatment, however.
The irony is that the failure of the NGF effort may ultimately make Rafale F5 more important — and potentially more capable — than it was ever expected to be.
Contact the author: thomas@thewarzone.com
The post France Accelerates Rafale F5 Upgrade After Collapse Of FCAS Next-Gen Fighter Project appeared first on TWZ.
Hermeus is developing an expendable ramjet-powered aircraft, Ramjet-X, which will be air-launched from its reusable, F-16-sized Quarterhorse high-speed drone. The result aims to create a two-vehicle architecture intended to make high-speed flight testing less dependent on expensive, single-use test platforms. That would give Hermeus and potential customers a way to conduct repeated high-Mach flight tests without expending a large booster on every mission.
America didn’t lose ground in high-speed flight because of a lack of ideas. We slowed down because flight tests became too expensive, too rare, and too cautious.
— Zach Shore (@Zsshore) September 9, 2026
Meet Ramjet-X. Air-launched from the Quarterhorse program, it’s a low-cost, repeatable test vehicle built to fly and… pic.twitter.com/rMed6NhcvD
The company unveiled the concept today. Hermeus says the Ramjet-X will be carried beneath Quarterhorse and released at a speed of around Mach 3, at which its ramjet can begin operating. The smaller vehicle will then accelerate, climbing to around 100,000 feet, and a speed in the region of Mach 4. Quarterhorse will then return to base and be available for another mission.
Imagery released by Hermeus shows a Quarterhorse carrying a Ramjet-X mounted on a pylon under each wing, indicating that two different high-speed tests can be carried out in a single sortie. Intriguingly, the Quarterhorse is shown with no fewer than six underwing hardpoints in all, suggesting that other kinds of external payloads are envisaged.
Hermeus has not released detailed performance specifications for Ramjet-X, including its range, payload capacity, or the critical expected cost per flight. We have reached out to the company for more information.
Images released by the company show a relatively compact, missile-like vehicle with delta wings incorporating prominent dihedral. There are no horizontal tail surfaces, but a conventional vertical fin is complemented by a ventral fin. Axios reports that Ramjet-X is approximately 22 feet long and 7 feet wide.
In terms of appearance, and also thanks to its ramjet propulsion system, the vehicle is outwardly very reminiscent of the Lockheed’s D-21 Tagboard supersonic spy drone. However, at more than 40 feet long and with a wingspan of 20 feet, the D-21 was significantly bigger. Overall, the entire concept recalls the Cold War-era D-21 and its M-21 mothership, on a smaller scale.
The basic concept aims to address a longstanding problem with ramjet flight testing. Unlike a conventional jet engine, a ramjet cannot provide useful thrust from a standstill. The vehicle therefore has to be accelerated to a sufficiently high speed before the ramjet can take over.
That acceleration can traditionally require another propulsion system, including an expendable rocket booster. Hermeus is proposing to substitute a reusable aircraft for that initial boost. It is unclear if the Ramjet-X vehicles are similarly recoverable, but we have asked Hermeus for more details here, too.
As it stands, flight-test programs of this kind are often constrained not only by the cost and availability of test infrastructure, but also by the limited availability of suitable airspace and range access. A reusable carrier aircraft could help address both challenges, allowing multiple Ramjet-X vehicles to be deployed from airports near a designated test range as required and launched only once the vehicle is within the approved test area. That flexibility could reduce the need for a new large booster for every experiment while also making it easier to conduct tests, including at shorter notice, within increasingly constrained airspace.
Hermeus says Ramjet-X is being designed not just for its own development work but as a potential test platform for outside customers. The company is calling the concept “Flight Test as a Service,” with customers able to fly payloads including sensors, communications equipment, computing and autonomy systems, materials, and propulsion hardware.
The program reflects a broader push toward increasing the availability of commercial high-speed flight testing that has attracted U.S. government interest.
Hermeus was also selected by the Defense Innovation Unit for work under its Hypersonic and High-Cadence Airborne Testing, or HyCAT, effort. That program is intended to use commercial flight-test capabilities to expand the government’s access to relevant high-speed environments.
The company is also pursuing its own increasingly ambitious Quarterhorse aircraft. Its Quarterhorse Mk 2.1 completed an uncrewed supersonic flight earlier this year, reaching Mach 1.21 on its third test flight. The company’s roadmap calls for subsequent Quarterhorse variants to progressively increase speed and address the thermal and propulsion challenges associated with high-Mach flight.
Supersonic. Mach 1.21.
— Hermeus (@hermeuscorp) May 26, 2026
Quarterhorse Mk 2.1 is now the world’s first privately developed, unmanned supersonic jet and the fastest unmanned aircraft flying today.
This flight makes Hermeus the fastest company in aviation history to go from founding to supersonic flight – exactly… pic.twitter.com/wjoIcdiEOj
The imagery released for Ramjet-X shows a different Quarterhorse configuration than the 2.1 version, including beefed-up landing gear with twin nosewheels. The requirement for release of the Ramjet-X at Mach 3 suggests that its launch platform will be the Quarterhorse Mk 2.3, which will be the first to reach this kind of speed. This summer, Hermeus confirmed that its second supersonic aircraft, the Quarterhorse Mk 2.2, and the Mach 3-capable Mk 2.3 aircraft were under construction.
For its future Quarterhorse Mk 3, Hermeus has been developing Chimera, a turbine-based combined-cycle propulsion system. This is intended to transition from turbine operation to ramjet operation as speed increases.
Ramjet-X effectively separates part of that problem into another aircraft and the system could also be useful for experiments that do not require an entire hypersonic aircraft.
For example, an organization developing a high-temperature material might need to know how it behaves in an actual high-speed flight environment, rather than only in a ground test. The same could apply to weapons, sensors, communications systems, guidance hardware, onboard computers, or other components intended for high-speed vehicles.
So far, however, it’s not clear what kind of flight profiles Ramjet-X will provide. Hermeus has mentioned a cruise phase lasting “tens of minutes.”
But a short-duration dash through a high-Mach regime is not equivalent to sustained flight at those speeds. The duration available to an experiment, thermal loads, acceleration, vibration, available electrical power, telemetry, maneuverability, and payload mass will all determine what can actually be tested.
The company says it is already testing the Ramjet-X propulsion system at its High Enthalpy Air-Breathing Test facility in Jacksonville, Florida. High-temperature structures are also under development at its El Segundo, California, headquarters. Integrated vehicle testing is currently planned for 2027.
The HEAT facility itself is part of Hermeus’ effort to establish high-speed propulsion test infrastructure. The company says the facility is being developed to eventually provide continuous high-Mach airflow for more flight-like ground testing.
Ramjet-X has yet to fly, but if it performs as intended, it could help lower one of the major barriers to obtaining real-world flight data at high Mach numbers. At the same time, the company is entering a market that is attracting growing interest from other aerospace firms, which are also expanding their high-speed flight-test capabilities, especially to capitalize on the broader hypersonics boom, including Stratolaunch.
There is fairly clear potential weaponization of this concept, for strike and surveillance missions, as well, although there has been no indication of that being in the works at this time.
The planned 2027 integrated testing should provide the first meaningful indication of whether the concept can progress to become a practical high-speed test capability.
Contact the author: thomas@thewarzone.com
The post Hermeus Unveils Air-Launched Ramjet Test Vehicle for High-Speed Experiments appeared first on TWZ.
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