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Dramatic Images Show Iranian Ballistic Missiles Raining on Israel as Fighting Continues

By General 11 Mins Read

In a subsequent wave of air strikes, Israel claims it achieved air superiority in Iran and eliminated all air defenses, while Iran continues launching ballistic missiles.At the end of the first day of Israeli attacks, Iran has finally retaliated with around 100 ballistic missiles launched against targets in Israel. Iran has vowed a massive retaliation since the first waves of attacks on its territory, with Iran’s Supreme Leader Ayatollah Ali Khamenei saying that Israel “started the work and started the war” and Iran “will not allow them to escape safely from this great crime they committed.”
The first retaliation, in the morning immediately after the first Israeli strikes, only involved drones. About 100 one-way attack drones, including the Shahed 136, were launched against Israel and intercepted before they could reach their targets.

Footage of an Israeli Iron Dome Tamir interceptor slamming into an Iranian Shahed-136 attack drone. pic.twitter.com/GFWLpAatdP
— OSINTtechnical (@Osinttechnical) June 14, 2025

You can find our previous reporting about Operation Rising Lion here and here.
The Iranian retaliation
The first reports about the incoming Iranian retaliation arrived in the evening of June 12, when Israeli Home Front Command instructed the population to move into shelters and air raid sirens sounded across Israel and air defenses were activated. At the same time, Iranian televisions transmitted a recorded message to the nation of Khamenei.
Among the targeted areas was Tel Aviv, with air defenses lighting up the sky while engaging the incoming missiles. According to Reuters, an Israeli official said Iran fired around 200 ballistic missiles in four waves.
Most of the missiles were intercepted, but some were able to make it through. At least three people were killed and 35 have been injured, with some of them being in critical conditions.

Footage of an Iranian ballistic missile hitting downtown Tel Aviv this evening. pic.twitter.com/7UzzW0M52G
— OSINTtechnical (@Osinttechnical) June 13, 2025

Parts from either an interceptor or an Iranian ballistic missile fell earlier in Tel-Aviv, causing minor damage and no injuries. pic.twitter.com/qWUN25ejwp
— OSINTdefender (@sentdefender) June 13, 2025

According to the Associated Press, U.S. officials confirmed that U.S. ground-based air defense systems helped shooting down Iranian missiles flying towards Israel. Fox News additionally reported that the U.S. involvement included U.S. Army Patriot PAC-3 surface-to-air missiles and Terminal High Altitude Area Defense (THAAD).
New wave of Israeli airstrikes
In the hours following the attack on Israel, Israeli fighters once again struck targets in Iran. The IDF says Israeli fighters “attacked dozens of targets in Tehran,” claiming it has eliminated all air defenses and achieved full freedom of operation in Tehran’s airspace.

IDF Spokesman Brig. Gen. Effie Defrin says over 70 Israeli Air Force fighter jets participated in the overnight operation in Tehran to achieve aerial freedom of action over the Iranian capital.
He says some 40 sites were targeted, including air defense systems and related…
— Emanuel (Mannie) Fabian (@manniefabian) June 14, 2025

Among the targets hit in Tehran is Mehrabad Airport, which hosts MiG-29s and Su-24s, with multiple hangars reportedly burning. According to some report, the base might also host some of the Iranian F-14s.

The Israeli Air Force successfully struck the Iranian Air Force hangers at Mehrabad Airport in Tehran tonight.
Multiple hangars, hosting Iranian MiG-29s and Su-24s from the 11th and 14th Tactical Fighter Squadrons, appear to be burning. pic.twitter.com/UXtMhG2cIC
— OSINTtechnical (@Osinttechnical) June 14, 2025

Other bases which were struck are Hamadan and Tabriz, with the former hosting F-4s and the latter MiG-29s and F-5s. Some F-5s and MiG-29 were reportedly seen in flight yesterday over Iranian cities at low altitude, although there are no reports about air-to-air engagements with Israeli fighters.

Israeli Air Force fighter jets bombed two airbases in western Iran earlier today, the IDF announces.
The strikes hit airbases used by Iran’s air force near the cities of Hamadan and Tabriz, the IDF says, adding that the latter site was “destroyed” in the strikes.
Additionally,… pic.twitter.com/7ZjGAGcJhN
— Emanuel (Mannie) Fabian (@manniefabian) June 13, 2025

We established aerial superiority from Western Iran to Tehran.
— LTC Nadav Shoshani (@LTC_Shoshani) June 14, 2025

Israel appears to have been using its full range of air-launched weapons, including GBU-21 JDAM, GBU-39 SDB and Spice bombs, Delilah stand-off missiles, Blue Sparrow air-launched ballistic missiles and the Rampage air-to-surface missiles.

Israeli Air Force F-16I Sufa departing for a strike mission over Tehran, Iran, early this morning, armed with a pair of SPICE-1000 glide bombs and an immense amount of fuel. pic.twitter.com/sJgd18zkgX
— OSINTtechnical (@Osinttechnical) June 14, 2025

Munition debris reportedly located in Iraq following Israel’s attacks on Iran are visually similar to Blue Sparrow air-launched ballistic missiles.
You can view all Blue Sparrow images in the OSMP here: https://t.co/7gWW1RbRUJhttps://t.co/UUvg4wQCj8 pic.twitter.com/zYwPnNWNe3
— Open Source Munitions Portal (@MunitionsPortal) June 13, 2025

According to reports, the strikes this time did not include only military targets, but also industrial ones. Among the ones that were allegedly struck are multiple targets in the Bushehr Province on the coast of the Persian Gulf, including the  Phase 14 Refinery of the South Pars Gas Field, the Fajr Jam Natural Gas Refinery, and the Kangan Liquid Natural Gas Port.

Iranian state-run media has confirmed strikes recently targeted the Phase 14 Refinery of the South Pars Gas Field, the Fajr Jam Natural Gas Refinery, and the Kangan LNG Port on the coast of the Persian Gulf, all in the Bushehr Province of Southern Iran. It appears that Israel has… pic.twitter.com/vJKaFukjab
— OSINTdefender (@sentdefender) June 14, 2025

https://t.co/OZK2p3DvFt pic.twitter.com/9YPcH40z6e
— OSINTtechnical (@Osinttechnical) June 14, 2025

Aftermath of the strikes
New imagery show the damage causes by the previous strikes on Iranian targets. Among these are the satellite images of the Natanz complex, Iran’s primary Uranium enrichment facility, which shows damage to multiple buildings.

Additional assessment by @Maxar based on new high-resolution satellite images captured today suggests no visible damage to Fordow, Iran’s second enrichment facility, and the Arak heavy water reactor complex. pic.twitter.com/jb9tGLF4xs
— Shayan Sardarizadeh (@Shayan86) June 14, 2025

Iran claimed to have shot down an Israeli F-35I Adir, however the image provided as proof appears to be generated by Artificial Intelligence. These claims were accompanied by the claims of a pilot being captured, but the photo used by Iranian media shows a Chilean pilot.

This widely-shared image run on Iranian state TV, which claims to show the remnants of an Israel F-35 fighter jet shot down by Iran, is likely AI-generated.
Multiple features, including the wing, exhaust, fuselage and debris, are inconsistent with real F-35 jets. https://t.co/AhcPbuD1Ya
— Shayan Sardarizadeh (@Shayan86) June 14, 2025

Photo is from 2021, and it showcases Lieutenant Daniela Figueroa, who is a part of the Chilean Navy. https://t.co/Em6LVH35a2 pic.twitter.com/DbZSBxv0NK
— Tal Hagin (@talhagin) June 13, 2025

Iran is also threatening to close the Strait of Hormuz. The strait is one of the world’s most strategically important choke points and provides the only sea passage from the Persian Gulf to the open ocean. A closure would have not only military consequences, but also economic as it would cause huge shipping disruptions.

Iranian Parliament representative and retired IRGC general Mohammad Kowsari says that Iran is considering closing the Strait of Hormuz. pic.twitter.com/Eq5BDtZXwS
— OSINTtechnical (@Osinttechnical) June 14, 2025

Israeli officials claim they “can finish it in days,” although these days are “expected to be intense missile” with missile barrages from Iran and Israeli air strikes. Previously, Israeli officials said they believe Iran could have about 2,000 missiles that they could use against Israel.

Israeli officials believe the conflict with Iran could be finished in days, if operations continue at this pace.
“I think we can finish it in days…It’s a good thing that we have the U.S. by our side,” a Senior Israeli Intelligence Official told me.
The next few days are…
— Trey Yingst (@TreyYingst) June 14, 2025

Spoke with a Senior Israeli Intelligence Official who provided new details about the operation targeting Iran.
Israel believes Iran currently has about 2,000 missiles, but Israeli intelligence projected that Iran would have an arsenal of 8,000 ballistic missiles over the next…
— Trey Yingst (@TreyYingst) June 14, 2025

U.S. involvement
In the morning of June 14 there were still claims by Israeli officials that the U.S. might still join the operation against Iran, quoting some U.S. President Donald Trump’s alleged comments before the operation was launched. The White House, however, denie these claims.

An Israeli official claims the U.S. could still join Israel’s operation against Iran.
Trump allegedly told Israel pre-strike that U.S. forces might join if needed.
A White House official denies this, saying Trump said the exact opposite.
The U.S. currently has no intention of…
— Clash Report (@clashreport) June 14, 2025

New reports emerged in the evening mention that Israel might have now officially requested the U.S. to join the operation. These reports are however not confirmed, although Israeli sources previously mentioned they would need U.S. bunker buster weapons to completely destroy Iranian underground facilities.

Israel has officially requested that the United States join its ongoing operation against Iran, particularly targeting underground nuclear facilities such as the Fordow Fuel Enrichment Plant (FFEP), which the Israeli Air Force does not have the means to effectively strike without…
— OSINTdefender (@sentdefender) June 14, 2025

So far, as previously mentioned, the only U.S. involvement which was acknowledged was the help in the defense during the ballistic missile attack. There are also reports about a possible involvement in the defense during the drone attack on June 13.
There are also reports about Arleigh Burke-class guided missile destroyer USS Thomas Hudner being moved to the area, with a second unnamed destroyer being alerted.
Disinformation and the fog of war
As mentioned earlier in this article, sometimes it is difficult to verify claims without factual evidence, although even the cases supported by evidence need to be investigated as some of the images and video being published online are not related to the ongoing events or are fabricated.
Here is what we wrote in a recent article about the need to validate each piece of information:
As with recent conflicts, this latest skirmish once again underscores the importance of a Zero Trust mindset not only in cybersecurity, but also in how information is processed and consumed in real-time conflict zones. With both sides pushing conflicting narratives, releasing images of questionable origin, and leveraging social platforms to shape perception, observers must apply the same principles of Zero Trust: never assume, always verify. Each photo, video, or claim should be treated as suspect until validated through independent sources. In an era where propaganda travels faster than missiles, filtering out misinformation is now as critical as missile defense in understanding and responding to modern warfare.
Update
Shortly after the publication of this article, in the evening of June 14, Iran launched another wave of ballistic missiles against Israel. It is being reported that around 40 missiles were launched.

About 40 missiles fired at Israel in this barrage; rescue services looking at 3 possible impacts near populated areas, N12 News reports. https://t.co/cnfz3ZPfsL
— Israel Radar (@IsraelRadar_com) June 14, 2025

Videos emerged online show missiles impacting near Haifa, with reports of damage and injuries in residential areas.

Footage of Iranian ballistic missiles impacting near Haifa, northern Israel, tonight. pic.twitter.com/wGTBmzFAjs
— OSINTtechnical (@Osinttechnical) June 14, 2025

Explosions heard in Haifa, northern Israel, as Iranian ballistic missiles target the area. pic.twitter.com/CVYm7RvZMq
— OSINTtechnical (@Osinttechnical) June 14, 2025

Reports online say Haifa’s refinery was allegedly hit by some of the ballistic missiles. Almost simultaneously, Israel was reportedly striking the Shahran oil depot in Tehran and other targets in the area.

Multiple fires at the Haifa refinery in northern Israel, after Iran’s ballistic missile attack. pic.twitter.com/58fadziXS1
— OSINTtechnical (@Osinttechnical) June 14, 2025

Minutes after Israel’s Haifa refinery was hit by an Iranian ballistic missile, Israeli Air Force jets bombed Iranian oil facilities in Tehran.
Multiple major fires have broken out. pic.twitter.com/FBPWZhBTDu
— OSINTtechnical (@Osinttechnical) June 14, 2025

❗️While the IDF is operating to intercept missiles launched from Iran, the IAF is currently striking military targets in Tehran.
— LTC Nadav Shoshani (@LTC_Shoshani) June 14, 2025

General

German Air Force A400M Fleet to Be Equipped with DIRCM Protection System

By General 3 Mins Read

About two dozen German A400Ms will receive missile countermeasure upgrades to enhance survivability during tactical operations.Airbus has secured a contract from the German Federal Office of Bundeswehr Equipment, Information Technology and In-Service Support (BAAINBw) to equip 23 Luftwaffe A400M Atlas aircraft with Directed Infrared Counter Measures (DIRCM) systems. The upgrade will significantly enhance the survivability of the tactical transport fleet against infrared-guided missile threats.
Under the agreement, Airbus will not only oversee the integration of the DIRCM systems, supplied by Elbit Systems, but will also provide associated services including training, tooling, and service bulletins.
“Transporting troops, equipment and humanitarian supplies; refuelling other aircraft and helicopters in the air; serving as a flying hospital for the treatment of wounded personnel – the Airbus A400M is the face and workhorse of the German Air Force,” said Gerd Weber, Head of the A400M Programme at Airbus Defence and Space. “The new DIRCM system will provide A400M crews with even greater protection during their missions around the world.”
DIRCM systems are designed to detect incoming infrared-guided missiles and counter them using directed energy to disrupt the missile’s seeker head. The system is already being tested in Seville, Spain, on a German Air Force A400M. Certification is expected by summer 2025, with full fleet retrofit planned to be completed by 2032.
Luftwaffe A400M.
The 23 aircraft selected for the upgrade are those assigned to tactical operations, including medical evacuation missions in crisis zones. Logistical variants used for standard long-range transport missions typically fly in less contested airspace and will not receive the DIRCM enhancement.
Germany originally placed an order for 60 A400Ms in 2003 as a replacement for the aging C-160 Transall. The final contract was later revised to 53 aircraft, with deliveries initially expected to begin in 2009. After multiple development delays, the first A400M was delivered to the Luftwaffe on Dec. 18, 2014. The C-160 was fully retired following the disbandment of Air Transport Wing 63 in 2021. Today, more than 40 A400Ms are operational with the German Air Force, all assigned to Air Transport Wing 62 at Wunstorf Air Base. The final aircraft is scheduled to be delivered by the end of 2026.
The A400M is a four-engine turboprop tactical and strategic transport aircraft capable of carrying up to 116 personnel or heavy equipment. In addition to airlift duties, the platform can perform aerial refueling operations for fast jets such as the Eurofighter and Tornado, as well as helicopters. Germany was the first A400M operator to deploy the type in the aerial tanker role operationally, beginning in 2019. The aircraft can also be configured for aeromedical evacuation, with modular units capable of supporting intensive care patients in flight.
The DIRCM retrofit will be carried out during scheduled maintenance cycles at Airbus facilities in Manching, Getafe, and Seville.
Side view of a GAF A400M.

General

Italian Air Force Says Goodbye to MB-339A Jet Trainer After 45 Years

By General 10 Mins Read

The Italian Air Force celebrated the phase out of the T-339A jet trainer and the phase in of its successor, the T-345A.The Italian Air Force said goodbye to its long-standing Aermacchi MB-339A jet trainer during a ceremony at Lecce-Galatina Air Base on Jun. 12, 2025. The event included both the phase out of the T-339A (as the MB-339A is designated by the Italian MoD) and the phase in of its successor, the Leonardo T-345A.
The ceremony
The ceremony was attended by the Chief of Staff of the Italian Air Force, Lt. Gen. Antonio Conserva, and the Commander of the Training Schools and 3rd Air Region of the Italian Air Force, Lt. Gen. Silvano Frigerio, as well as the Managing Director of Leonardo’s Aeronautic Division, Stefano Bortoli. Current and past pilots, technical officers and military and civilian maintainers, who worked on the aircraft during its over 40 years of activity, were also invited.
A special livery highlighted the importance of this agile jet trainer for the service, with the emblems of all the units that employed it. The tail, painted with the colors of the Italian flag, prominently features the 61° Stormo’s (61st Wing) emblem, with the eagle which embraces the bow of Diana the Huntress, as well as the emblems of the three squadrons which employed it at Galatina AB: the 212°, 213° and 214° Gruppo.
The special livery created for the phase out of the T-339A.
Following the welcoming remarks, a formation of three T-345As and one T-339A with the special livery took off for a flypast. The four-ship formation conducted two formation passes, before the T-339A symbolically left the formation to represent the “change of the guard” between the two trainers.

The phase-out of the #T339A and phase-in of the #T345A at Galatina Air Base (Lecce, Italy) represented a key milestone for the @ItalianAirForce and a valuable opportunity to showcase #Leonardo’s integrated training ecosystem, focused on #innovation, efficiency, and readiness.
We… pic.twitter.com/oM0fi3nlmF
— Leonardo Aeronautics (@LDO_Aeronautics) June 12, 2025

“The T-339A has trained many generations of pilots, making the history of training and of the Air Force,” Gen. Conserva said during his speech. ”Emotion and sadness because as 339A it ends its educational task but a farewell sweetened by the fact that it will continue its training mission as 339CD, just as it will continue to carry our tricolor throughout the world in its 339PAN version.”
The first formation pass, with the T-339A leading the three T-345As.
In fact, while the standard T-339A/MB-339A is now being retired, the modified AT-339A/MB-339PAN will continue to fly with the Frecce Tricolori aerobatic team until it is replaced by the new T-346. Similarly, the upgraded FT-339C/MB-339CD will continue to fly until 2030, when it also will be replaced by the T-345A.

We were honoured to welcome the Chief of Staff of the @ItalianAirForce, Lt. Gen. Antonio Conserva, and the Commander of the Training Schools and 3rd Air Region of the Italian Air Force, Lt. Gen. Silvano Frigerio, to #Leonardo’s stand during the official induction ceremony of the… pic.twitter.com/r26sJaz6VT
— Leonardo Aeronautics (@LDO_Aeronautics) June 12, 2025

“We are happy to welcome the arrival of its successor, the best basic and basic-advanced trainer from now until the next 40 years, an aircraft with very low costs characterized by the ability to train our students in a completely digital environment preparing them, from the early stages, for future 4th, 5th and 6th generation fighters,” said Gen. Conserva about the new T-345A. “A further qualitative leap that places us as undisputed leaders in the pilot training sector in Italy, Europe and the world.”
The T-339A prepares to pull up, symbolically leaving the formation.
The mention of the 6th generation fighters is not casual, as the Italian Air Force is also starting to look at the future training requirements for the pilots that will fly the Global Combat Air Programme’s (GCAP) manned fighter. The modernization was also highlighted by the Managing Director of Leonardo’s Aeronautic Division, Stefano Bortoli.
“The M-345 is the result of Leonardo’s consolidated experience in the military trainer sector, the result of the success of aircraft such as the SIAI-Marchetti SF-260, the Aermacchi MB-326 and the Aermacchi MB-339,” said Bortoli. “The latter, in particular, has been in service for 45 years, training Italian and foreign military pilots and colouring the skies around the world with the Italian flag of the National Aerobatic Team, which will very soon adopt Leonardo’s M-346 as its new aircraft. Thanks to the introduction of the M-345 and its integration into the Armed Forces’ training syllabus, which already includes the M-346 for subsequent training phases, the Italian Air Force will be able to boast the most modern fixed-wing military training system in Europe.”

The ceremony included some notable moment, like the “passing of the baton” between an “older” T-339A pilot and a “younger” T-345A pilot and the presentation of the T-339A’s flight stick diplay, which will be put among the Wing’s memorabilia in the command’s building. Also, although he could not be present on site, the first test pilot of the MB-339, Franco Bonazzi, recounted some of his memories about the first flights of the aircraft.

A Galatina (LE) il T-339A lascia il posto al #T345A, nuovo trainer dell’#AeronauticaMilitare.Un passaggio di testimone reso ancora più simbolico con il videomessaggio del 1° collaudatore dell’MB.339 Comandante Franco Bonazzi #latuasquadrachevola #M345 pic.twitter.com/C6d7w06lYJ
— Aeronautica Militare (@ItalianAirForce) June 12, 2025

According to the service, in July 2025 the first students will start to train on the T-345A, while the T-339A’s operations will fade out and the 61st Wing will continue its training activities with the T-345A, the FT-339C and the T-346A. In future, the Wing will eventually transition to a two-aircraft fleet with only the T-345 and T-346.
The aircraft return to the parking spot, with the T-339A leading the T-345s.
The MB-339A/T-339A
The MB-339 was born as a replacement for the MB-326 and designed with almost all Italian technology,  with the exception of the Rolls-Royce Turbo Viper 632 engine. The MB-339 flew for the first time in 1976 and was introduced in service in 1981, immediately demonstrating great capabilities both as advanced trainer and as ground attack aircraft. Compared to the MB-326, the MB-339 has more power, better maneuverability and control’s precision. The forward part is also completely redesigned to have different heights for the pilot and instructor, allowing a better visibility from the rear seat.

Oggi, a Galatina (LE), il passaggio di consegne tra il T-339A, il leggendario “Macchino”, e il #T345A, il nuovo velivolo addestratore dell’#AeronauticaMilitare.Un evento che segna la fine di un’era e l’inizio di un nuovo capitolo per l’addestramento al volo della Forza Armata pic.twitter.com/gxDm2XJ1fh
— Aeronautica Militare (@ItalianAirForce) June 12, 2025

The MB-339 became even more popular thanks to its adoption by the Frecce Tricolori National Aerobatic Team in 1982. The Frecce Tricolori use a modified version of the MB-339A, called MB-339PAN, which features key modifications, such as the installation of a smoke system and the removal of the tip tanks, which can be reinstalled for extended-range ferry missions such as the North American Tour 2024.
The T-339A on the taxiway before the beginning of the phase out ceremony.
The aircraft also had good commercial success outside of Italy, and has been in service in Argentina, Peru, Malaysia, New Zealand, Nigeria, United Arab Emirates, Eritrea and Ghana. Some MB-339s from New Zealand now found a second life with Draken International, which uses them to support training of allied air forces.
The MB-339 “Macchino” has also been for a long time a synonym of the 61° Stormo where, in the last 40 years, it graduated 2,500 pilots and flew for 400,000 hours. Even if it’s closing to the end of its service life, the MB-339 continues to demonstrate itself as an exceptional, safe, reliable machine, and is still used in the “analog” A variant for the Phase 2 training and in the “digital” CD variant for the Phase 3.
The second special color T-339A on static diplay.
The M-345/T-345
The MB-339 is now being replaced by the T-345 High Efficiency Trainer, the new basic jet trainer of the Italian Air Force which will gradually replace the entire MB-339 fleet, beginning from the A variant and later continuing with the CD variant. In fact, thanks to its characteristics, the aircraft can be used for the entire training syllabus, from the Primary Pilot Training to the Specialized Pilot Training.

Diamo il benvenuto al nuovo velivolo addestratore, che entra in servizio al 61° Stormo.Il #T345A, prodotto da #Leonardo e dotato di avionica moderna, tecnologia all’avanguardia, elevata efficienza e flessibilità operativa, è destinato all’addestramento dei piloti militari pic.twitter.com/684Z3mZbxE
— Aeronautica Militare (@ItalianAirForce) June 12, 2025

The T-345 will bring multiple advantages. Similarly to the M346, the new aircraft will be part of an integrated netcentric system, which will allow to shrink the time needed for the training while improving its quality and efficiency. The T-345 trainer offers performance typical of a jet aircraft, such as the maximum altitude and speed, with operational costs comparable to the ones of a turboprop aircraft.
A T-345 takes off before the flypast.
The T-345 is equipped with simple and essential onboard systems, which require minimum maintenance and allow the maximum safety and reliability. The Williams FJ44-4M-34 turbofan engine is equipped with a modern digital control system and provides a good thrust with low fuel consumption. The acquisition costs are comparable to the ones of turboprop trainers, allowing a long service life of 15,000 flight hours.

Today, #Leonardo is taking part in the ceremony marking the phase-out of the #T339A and the phase-in of the #T345A at the @ItalianAirForce’s Galatina Air Base (Lecce, Italy), home of the 61st Wing. During the event, we will showcase our digital training solutions for the T-345A.… pic.twitter.com/rftuTUy5iN
— Leonardo Aeronautics (@LDO_Aeronautics) June 12, 2025

The swept high wing provides a greater maneuverability and an easier recovery from dangerous attitudes, while its profile also creates a higher lift. The aircraft is equipped with the latest technologies, such as touchscreen multi-functional displays, exposing the students to these technologies, similar to the ones of front-line aircraft, early in the training, so they can gradually improve their competencies with such advanced avionics before reaching the OCUs.
The three T-345s make a final pass over the runway after the T-339A left the formation.
The introduction of the T-345 will consolidate even more the new training model of the Italian Air Force and will allow a more fluid transition from basic training to advanced training. In fact, as we mentioned, the T-345 can be seen as an integrated training system similar to the one of the T-346, as they are both based on the same logic but with the latest technological advances for both avionics and ground training aids.
Allowing students to immediately get in touch with the most modern technologies and avoiding the transition to another aircraft, even if highly similar, for the Phase III training, will improve the efficiency and reduce even more the period required for the training.
A T-345A on static display.

General

Breaking: U.S. DoD Cuts F-35 Deliveries By Up To 50% In Latest Budget Documents

By General 3 Mins Read

Procurement request documents obtained by Bloomberg show revised figures for F-35 deliveries in 2026, with the USAF receiving only 24 jets rather than 48.Bloomberg reports that the Pentagon seeks to reduce incoming deliveries for all branches of the U.S. military operating the F-35 Lightning II. The U.S. Air Force will receive 24 F-35As, rather than the 48 provisionally approved by Congress last year. The U.S. Navy’s F-35C deliveries will be cut from 17 to 12, and the U.S. Marine Corps will see a reduction of two jets – though it’s not clear if this means fewer F-35Bs, F-35Cs, or a mix.
While this move would slow down deliveries, it should be noted that the request on its own would not necessarily mean the overall procurement planned numbers for the F-35 have been reduced. The cut still needs to be approved by Congress, who instead might deny the request and potentially even adjust the Department of Defense’s (DoD) budget to accommodate. It is expected that the DoD has made the request in order to prepare for cuts to its general budget proposed by U.S. Secretary of Defense Pete Hegseth.

New Hegseth memo we obtained on Fy 2026-Fydp 8% alignment lists 17 exemptions to reductions. The Pentagon’s biggest program, the F 35, is not one of them..
— Anthony Capaccio (@ACapaccio) February 19, 2025

The F-35 is the most modern fighter currently in the U.S. arsenal, but the DoD will be seeking to protect investment into future programs like the Boeing F-47 as well as associated collaborative combat aircraft. There is additionally the chance that by delaying their take-up of F-35 orders, the DoD will be able to extract additional performance from their airframes thanks to proposed future upgrades to the fifth generation fighter.
Lockheed Martin has proposed a major technology boost described as a ‘supercharged F-35’ which leverages work undertaken on the Next Generation Air Dominance program. CEO Jim Taiclet said he expected it would deliver 80% of the F-47’s capability at 50% of the cost. Whether this is related to the “F-55” referenced by President Donald Trump is unclear.

Trump: F-35, we’re doing an upgrade, a simple upgrade, but we’re also doing an F-55. I’m going to call it an F-55, and that’s going to be a substantial upgrade, but it’s going to be also with two engines because the F 35 has a single engine. I don’t like single engines. pic.twitter.com/CUG8VK5JX9
— Acyn (@Acyn) May 15, 2025

Notably, while the Boeing F-47 appears to now have flagship status among defense programs, making cuts difficult without a significant hit to the administration’s political capital, the Navy’s F/A-XX proposal to replace the F/A-18E/F Super Hornet has lingered much further into the background. The War Zone reported this week that the future of this development is still under review, and that many voices inside the Pentagon wish to prioritize development of the F-47 at the expense of F/A-XX.
The enormous cost of the F-35 program, as well as major delays to both its introduction and pending upgrades, has made it a key area of criticism from politicians and commentators across the political divide. Many figures close to the Trump administration, including President Trump himself, have a long history of bashing the jet.
Regardless of opinions on the aircraft, at this stage of the program the U.S. has little choice but to proceed – there are few alternatives for the DoD to take, and even when the F-47 arrives it will likely be cost prohibitive to procure on the scale of the planned 1,763 U.S. Air Force F-35 buy.

General

Meet the AGM-181 LRSO: U.S. Air Force Reveals Next-Gen Nuclear Cruise Missile

By General 4 Mins Read

The U.S. Air Force has released for the first time a rendering of the new AGM-181A Long-Range Standoff (LRSO) which is set to replace the current AGM-86B ALCM.
The U.S. Air Force has released for the first time, on Jun. 9, 2025, a rendering of the new AGM-181A Long-Range Standoff (LRSO), the service’s next-gen stealth nuclear cruise missile that is set to replace the older AGM-86B Air Launched Cruise Missile (ALCM). The weapon is currently on track to be employed by both the B-21 Raider and the B-52 Stratofortress in the near future.
The LRSO is a priority for the Air Force as the U.S. is working to modernize its nuclear triad, and has been defined as a critical capability for the B-21 Raider. The new stealth bomber is set to be equipped with three nuclear weapons: the AGM-181 LRSO cruise missile and the B61-12 and B61-13 bombs, with the latter used exclusively by the Raider.
As the weapon is being tested in secret, last year the Air Force’s then Service Acquisition Executive Andrew Hunter told the Senate Committee on Armed Services that the program is on track. “It is tracking well, the program is definitely on track to meet its timeline and deliver to the warfighter any day and we’re also doing well on cost for that program as well,” said Hunter.
The rendering
The rendering published on June 9 is the first to publicly show the new weapon. However, given the secrecy of the program, it should not be given for granted that the rendering is fully accurate, as some features might have been altered for security reasons.
For once, the air inlet can’t be seen in the rendering, and this could be due to the inlet being on the top side or completely removed from the image as it is one of the weapon’s critical features. While not much is known about the LRSO’s capabilities, the weapon is expected to be propelled to subsonic speeds by an air-breathing engine.
The rendering shows that the AGM-181 has a trapezoidal shape, with a wedge-like profile both at the nose and tail. Similarly to the weapon it will replace, the LRSO is equipped with folding wings, as well as a vertical tail on the bottom side and slightly canted horizonal tail planes.
The AGM-181 LRSO
The AGM-181 Long Range Standoff (LRSO) Cruise Missile is a long range survivable standoff weapon capable of delivering lethal nuclear effects on strategic targets, which will replace the currently fielded AGM-86 Air Launched Cruise Missile (ALCM).  The LRSO will be integrated on both the B-52 Stratofortress and B-21 Raider bomber aircraft.
The LRSO weapon system will be capable of penetrating and surviving advanced Integrated Air Defense Systems (IADS) from significant standoff ranges to prosecute strategic targets in support of the Air Force’s global attack capability and strategic deterrence core function.
In 2020, the Air Force selected Raytheon as the prime contractor for the program and, a year later, LRSO entered Engineering, Manufacturing, and Development (EMD). In 2022, it was revealed that LRSO conducted nine successful major flight tests demonstrating its ability to safely separate from the B-52H aircraft, as well as weapon flight surface deployment, engine operations, flight control actuations and controlled flight.
Initially, the Air Force and Congress have also been discussing potential acquisition of conventionally armed variants of the missile. However, it was later decide to not pursue a conventional warhead version of the LRSO, with the Air Force now looking to the AGM-158B JASSM-ER (Joint Air-to-Surface Standoff Missile-Extended Range) and the AGM-158D JASSM-XR (JASSM-Extreme Range) to fill the requirement for a conventional air-launched cruise missile.
The Air Force mentioned in its fact sheets that a total of 1,715 of AGM-86B missiles were produced, although in 2007 the service announced the decision to reduce the inventory to 528 missiles. The weapons are set to be retired by 2030, replaced by approximatively 1,020 AGM-181s, according to The War Zone, quoting a Pentagon acquisition report.
In late 2022, the program’s total cost was estimated in about $16 billion, with the most recent estimates mentioning a cost per unit of about $14 million, instead of the expected $10 million, as reported in 2024 by Air and Space Forces Magazine. A low-rate initial production decision is expected in fiscal year 2027.

General

U.S. Air Force Might Bring Back AGM-183 ARRW in New Budget Proposal

By General 6 Mins Read

Gen. Allvin hinted that the service might resume working on the AGM-183 ARRW hypersonic weapon, after previously stating that it would not be procured.After previously stating that it would not procure the weapon, the U.S. Air Force might have had a change of heart and decided to continue working to procure the AGM-183 Air-Launched Rapid Response Weapon (ARRW). This was hinted by Chief of Staff Gen. David Allvin during a recent House Armed Services Committee hearing while detailing budget proposals for hypersonic weapons.
Bring back the ARRW
“I will tell you that we are developing — and you’ll see in the budget submission, assuming it’s what we put forward — two different programs,” said Allvin. “One is a larger form factor that is more strategic long range that we have already tested several times — it’s called ARRW.”
The ARRW program, now completed, faced an uncertain future as the U.S. Air Force was planning to abandon it and focus instead on the Hypersonic Attack Cruise Missile (HACM). However, following Gen. Allvin’s statement, it appears the AGM-183 might get another chance to be fielded to operational units.
File photo of a B-52H Stratofortress assigned to the 419th Flight Test Squadron taking off from Edwards Air Force Base, California, for a captive-carry flight test of the AGM-183A Air-launched Rapid Response Weapon Instrumented Measurement Vehicle 2 hypersonic prototype at the Point Mugu Sea Range off the Southern California coast. (Air Force photo by Matt Williams)
In fact, the General said the plan includes “continuing to develop and moving beyond” the research and development phase and “getting into the procurement range in the very near future.” He further stated “we are accelerating in our development not only of the technology, but of the procurement of the capabilities that it will create.”
While the ARRW program had a troubled story, with multiple failed test, it was nonetheless fundamental to collect data which would help mature hypersonic technology for future programs. The data, if the service confirms the intention to procure the ARRW, would be crucial to solve deficiencies of the weapon and further refine the design before fielding.
In a period where budget constraints are a fundamental part of military procurements, the cost of the AGM-183 ARRW is an important part. The goal is, in fact, to develop affordable hypersonic weapons for mass production, as mentioned by Air Force Secretary Troy Meink on the same occasion.
“It’s got to be affordable,” said Meink. “We’ve got to be able to buy more than 10 of these things. A big focus right now is ramping up the production and lowering the cost so we can get enough of that kit to actually make a difference.”
B-52 Stratofortress crews from the 23rd Expeditionary Bomb Squadron, Minot Air Force Base, North Dakota and the 49th Test and Evaluation Squadron, Barksdale Air Force Base, Louisiana, participated in hypersonic weapon familiarization training at Andersen Air Force Base, Guam, Feb. 27, 2024. (U.S. Air Force photo by Staff Sgt. Pedro Tenorio)
The AGM-183 ARRW
The AGM-183A ARRW is based on hypersonic glide vehicle technology derived from the Air Force and Defense Advanced Research Projects Agency (DARPA) Science and Technology (S&T) Demonstration known as Tactical Boost Glide (TBG). A fragmenting glide vehicle is launched from a conventional rocket, or more precisely a Solid-Rocket Motor (SRM) booster, to the upper atmosphere and, once it reaches hypersonic speeds, it separates from the rocket and glides to its target at speeds up to Mach 15. At these speeds, there is no need for a conventional explosive warhead as the kinetic energy alone delivered during impact would be enough to destroy most targets.
The Air Force also defined the ARRW as an “operational hypersonic air-launched weapon enabling the U.S. to hold fixed, high value, time-sensitive targets at risk in contested environments from standoff distances.” The missile would have provided a survivable, lethal, long-range strike capability to go after high-end capabilities of a potential adversary, such as deep-inland strike against targets of strategic importance and coastal strike against high-end systems. Initially, the expected introduction in service of the AGM-183 was planned for 2022.
In 2023, the Air Force said it does not currently intend to pursue follow-on procurement of ARRW once the prototyping program concludes, adding that there is inherent benefit to completing the all-up round test flights to garner the learning and test data that will help inform future hypersonic programs. The decision apparently was influenced by the latest test flight of the missile at that time, which ended with another failure. The FY 2025 Budget Request also did not include ARRW.
A U.S. Air Force B-52H Stratofortress loaded with two AGM-183 ARRW missiles. (Courtesy photo via U.S. Air Force)
Although the Air Force decided in April 2023 to not pursue the procurement of the weapon, the Director, Operational Test & Evaluation report mentioned in 2024 that the ARRW program has shown preliminary indications that it could become an operationally lethal weapon, however the lack of terminal characterization data to date, due to technical failure of the test range sensor systems in the December 2022 test and the shroud not ejecting in March 2023, does not yet allow for a full assessment. Preliminary info released from the August 2023 test’s data analysis say it achieved nominal conditions.
The report continues saying that, given the limited number of planned test events, there is a risk that the test program will not be able to demonstrate the ARRW lethal effects against the required tactical and strategic targets. The survivability assessment estimated the probability that a single ARRW will complete its mission, given the capabilities of various early warning radars, surface-to-air missile systems, and anti-aircraft artillery batteries to detect and engage ARRW in various one-on-one scenarios, indicating that it will meet its survivability requirements.
The test conducted from Guam in 2024, which saw the launch of a live AGM-183 at the Reagan Test Site in the Pacific, was considered to be the last test of the hypersonic weapon. The test was significative as it represented the first time a U.S. hypersonic weapon was seen this close to China, and was supposed to replicate an operational mission where the bomber flies for 4,000 km before launching the hypersonic weapon.

General

A Look at the Dozen SR-71 Blackbird Losses

By General 15 Mins Read

The SR-71 is perhaps the most iconic Cold War spy aircraft, famous for many record-setting flights. Seemingly impervious to loss by enemy defenses, a dozen Blackbirds were lost to accidents.Blackbird Beginnings
On July 24, 1964, President Lyndon B. Johnson announced at a news conference the existence of a Mach-3 capable reconnaissance aircraft designated the SR-71 (Strategic Reconnaissance). The aircraft was touted as a long-range, high-speed plane capable of very high altitude for worldwide military reconnaissance operations. The SR-71 also pioneered stealth technology with a small radar cross section, making it the perfect and impervious spy platform.
Carrying a crew of two in tandem cockpits, the SR-71’s design was based on the Lockheed A-12 developed during Project Oxcart, but longer and heavier with a greater fuel capacity along with cameras and other intelligence gathering equipment. It could operate at speeds greater than Mach 3.2 and altitudes around 88,000 ft. The SR-71 used the same J58 engines as the A-12.
The first flight of the SR-71 was in December 1964, and a total of thirty-two aircraft were built, with twelve lost to accidents and none to enemy action. Dubbed the “Blackbird,” it was also known as “Habu” named after a Japanese venomous snake. Entering service in January 1966, the SR-71 served the United States until its final flight by NASA (National Aeronautics and Space Administration) on Oct. 9, 1999.
An SR-71A landing with the drag chute deployed. The drag chute would play a key part in some Blackbird accidents. (Image credit: Wikimedia Commons)
Dramatic Early Loss
On Jan. 25, 1966, Lockheed Skunk Works’ test pilot Bill Weaver found himself involuntarily outside his SR-71A aircraft (64-17952) while traveling at Mach 3.2 at an altitude of over 78,000 ft. The Blackbird had suffered a right engine inlet control system malfunction, creating a disturbance in the inlet which resulted in a phenomenon known as “inlet unstart.” This resulted in loss of engine thrust and a violent yawing of the aircraft. The right engine suffered an unstart forcing the aircraft into a roll and begin to pitch up.
Weaver attempted to control the aircraft but to no avail, and his communications with Jim Zwayer in the rear cockpit were unintelligible due to the excessive g-forces causing his words to be garbled. The cockpit layout of the SR-71 did not allow the two men to visually see one another. All of the system malfunctions, angle of attack, supersonic speeds, and forces exerted on the airframe caused the Blackbird to disintegrate with the pilots still onboard.
Weaver blacked out because of the extreme g-forces, regaining consciousness outside the aircraft with the rushing air around him, blinded by his ice-covered faceplate, in a state of confusion and disorientation. Realizing he had not initiated ejection, in fact the ejection seat never left the aircraft, his pressure suit had inflated and his emergency oxygen cylinder was functioning. Weaver’s parachute system functioned just as it was supposed to, with the small chute deploying before the main chute opened at 15,000 ft, just as he reached to open his frozen faceplate. At this time he could see the sky was clear and also see Jim’s parachute a quarter mile in the distance.
Weaver came down in New Mexico, in a remote area with an antelope witnessing his descent. As he hit the ground, he struggled with the wind and his parachute, being handicapped to one hand as his faceplate had broken and he used one hand to hold it open. While struggling with the chute, Weaver heard a voice ask “Can I help you?” A cattle rancher, Albert Mitchell Jr., had landed a helicopter nearby and had witnessed the parachutes come down. Mitchell helped Weaver with the chute. The rancher then flew off to check on Zwayer, whom he discovered dead of a broken neck. The rancher had someone watch over Jim’s body until help could arrive, and took Weaver in his helicopter to the hospital.
Weaver recounted the helicopter ride as perhaps more dangerous than the one he had just taken. Bill explained that the helicopter  “vibrated and shook a lot more than I thought it should have . . . I couldn’t help but think how ironic it would be to survive one disaster only to be done in by the helicopter that had come to my rescue.” Suffering mostly minor injuries, Bill Weaver’s suit had saved him during his fall from the edge of space, and his experience was used to make improvements to the SR-71 in order to prevent this type of accident from reoccurring. The death of Jim Zwayer is the only fatality of an SR-71 crew member during the program. Two weeks later, Weaver was back in the cockpit of an SR-71.
Lockheed SR-71 test pilot Bill Weaver. (Image credit: United States Air Force)
Other Early Losses During the 1960s
Aircraft number 64-17950 was lost on Jan. 10, 1967 at Edwards Air Force Base (AFB), California, while conducting anti-skid brake trials. Bill Weaver was scheduled to conduct the test; however he was attending the funeral of fellow pilot Walt Ray who had been killed in an A-12 accident. Art Peterson substituted for Weaver with no one in the rear cockpit.
When landing, the brake parachute failed to deploy properly and the wheel brakes were ineffective until clearing the flooded test area. Upon hitting dry surface, the brakes locked up blowing the tires. The aircraft’s momentum carried it forward as the brakes heated up and the magnesium wheel hubs caught fire. Peterson skillfully kept the aircraft on the runway until he ran out of runway, and upon hitting the lake bed, the landing gear legs dug into the ground, ripping off the nose gear. This immediately halted the aircraft but also broke the SR-71’s back. Fire spread over the Blackbird, but Peterson escaped the wreck while suffering back injuries. The SR-71 prototype was written off as beyond repair.
Pilot Lt. Col. William Sklair and RSO (Reconnaissance Systems Operator) Maj. Noel Warner escaped injury during an event similar to the fate of 64-17950 on Apr. 11, 1967. Attempting a maximum gross weight take-off when one of the left main gear tires blew, the aircraft’s weight immediately caused remaining tires to also blow. The take-off was aborted but once again the magnesium wheel hubs disintegrated catching fire, which rapidly spread enveloping the aircraft.
Skilair exited the aircraft and assisted Warner out as most of the left side of the SR-71A was a blazing inferno, the wind keeping the right side clear allowing them an escape route. Their aircraft, 64-17954, would never fly again, however after this accident aluminum wheels replaced the magnesium originals and beefed up B F Goodrich tires were also installed on SR-71s.
SR-71A 64-17954 after the blown tire accident during the maximum gross take-off weight trial. The aircraft would never fly again. (Image credit: United States Air Force)
SR-71A 61-7966 was lost on Apr. 13, 1967 near Las Vegas, New Mexico when Pilot Capt. Earle M. Boone and RSO Capt. Richard E. “Butch” Sheffield were flying a night training mission, including refueling and a Mach 2.8 run. Leaving the tanker near El Paso Texas, Boone turned the aircraft to avoid a thunderstorm. While attempting to climb to perform the “dipsy doodle” maneuver, the Blackbird laden with fuel lost speed to below the .9 Mach profile.
In an attempt to regain momentum, Boone lowered the nose below level flight, only to find the aircraft shuddering in an accelerated stall when he attempted to pull the stick back. The aircraft became uncontrollable and entered a pitch-up rotation that was unrecoverable. Both crewmen ejected as the aircraft broke in half, filling the sky around them with fuel. The rocket ejection seat from Sheffield ignited the fuel cloud as he ejected first, causing Boone to eject through a fireball a second later.
Winds drug the crewmen and their parachutes across the New Mexico desert until they made contact with a barbed wire fence over a half a mile away from where they initially landed.  Boone suffered minor burn injuries and both had considerable bruising from the wind-blown ride over the desert floor, which was not a great distance from Bill Weaver’s Jan. 10 crash.
1967 saw another SR-71A loss when, on Oct. 25, pilot Maj. Roy L. St. Martin and RSO Capt. John F. Carnochan were on a night flight on aircraft 61-7965 when the gyro-stabilized artificial horizon failed. The aircraft nose fell below a safe descent angle plunging the Blackbird rapidly below 60,000 ft and it began rolling over to an inverted position.
Martin attempted to roll the plane upright and recover, but it was in a terminal dive and recovery was not possible. The crew bailed out with the plane striking the ground near Lovelock, Nevada. No permanent injuries were suffered by the crew although Carnochan did receive a severe concussion. As a result of this accident, changes were made by adding warning lights to indicate failure of the artificial horizon system as well as enlargement and relocation of the standby altitude indicator. Pilots would also receive more daytime training before flying at night.
Two Blackbird trainer aircraft were built, designated the SR-71B. The B model was distinguished by the raised rear cockpit for the instructor pilot as well as the addition of two ventral fins beneath each engine nacelle for added stability. The B model was not equipped with reconnaissance or intelligence gathering sensors.
One of those trainer aircraft, the second to be built, 61-7957, crewed by pilot Lt. Col. Robert G. Sowers and his student Capt. David E. Fruehauf, was lost on Jan. 11, 1968 on approach to Beale AFB, California. The aircraft suffered from a single generator failure followed by the second generator also failing over the Pacific Northwest.
Shutting down all non-essential electrical systems and running essential systems off battery power, they attempted to make it to Beale. However, the aircraft attitude they were at allowed the dry fuel tanks to suck air and without the fuel boost pumps that were now inoperative, fuel cavitation occurred. Both engines flamed out, with Sowers getting them restarted only to flame out once again. The crew bailed out at 3,000 ft. and watched the inverted aircraft hit the earth only seven miles from Beale’s runway.
Stunning night photo of one of only two SR-71B trainer aircraft built. Note the raised rear cockpit for the instructor pilot as well as the two ventral fins beneath the engine nacelles added for increased stability. (Image credit: Wikimedia Commons)
SR-71A 61-7977 was lost at Beale AFB on Oct. 10, 1968, when take-off was aborted due to tire failure. As the aircraft speed down the runway, shrapnel from the exploding tire was thrown up into a fuel cell and leaking fuel was ignited by the after burner. Pilot Maj. Kardong aborted the take-off on the runway, and the remaining tires began to fail as well on the effected landing gear.
As the drag chute deployed to slow the aircraft, it was consumed by flames and the aircraft continued on to the end of the runway and towards the overrun. Beale AFB had arresting cable barriers at the end of the runway to stop aborted high-speed take-offs, and Kardong steered the stricken Blackbird towards the barrier. However, the effected landing gear had collapsed and the cable was sliced by the engine inlet’s sharp edges making it useless.
Maj. James Kogler ejected from the rear seat as the aircraft ran out of paved real estate and he descended safely. Kardong stayed with the Blackbird until it came to rest a half mile later and was pulled from the blazing wreckage by the backup flight crew William Lawson and Gilbert Martinez who witnessed the event and had taken a car out to the scene. Both crew members survived with Kardong suffering spinal compression along with cuts and bruises.
An in-flight explosion and high-speed stall resulted in the demise of SR-71A 61-7953 near Shoshone, California. Pilot Lt. Col. Joe Rogers and RSO Maj. Gary Heidelbaugh flew the aircraft on Dec. 18, 1969 for a routine test sortie when the explosion occurred soon after transitioning to supersonic flight. Loss of power and control followed, with Rogers attempting to correct the continuing angle of attack by pushing the stick forward. The aircraft, full of fuel, slowed to subsonic speed but was becoming increasingly uncontrollable resulting in the both crew members ejecting ten seconds after the explosion. The men landed safely and the cause of the explosion was never determined.
Losses during the 1970s and Later
Pilot Maj. William Lawson along with RSO Maj. Gilbert Martinez hit a thunderstorm while operating SR-71A 61-7969 from Kadena Air Base, on Okinawa, during operations against North Vietnam. It was May 10, 1970, and the aircraft had just refueled, with Lawson initiating a normal full power climb, and as it entered the turbulence of the storm, the Blackbird was unable to maintain a high rate of climb as the engines flamed out. The engines could not be restarted and Maj. Lawson and Maj. Martinez ejected after the aircraft stalled, with the plane going down near Korat RTAFB, (Royal Thai Air Force Base) Thailand.
Crashing twenty miles east of El Paso Texas, SR-71A 61-7970 suffered a collision with a KC-135Q tanker during refueling on June 17, 1970. Pilot Lt. Col. Buddy L. Brown and his RSO Maj. Mortimer J. Jarvis hit some sort of disturbance causing the Blackbird to bump and shake, possibly the jet wash of an airliner that had previously passed the area. A second bump was corrected with stick input and then the aircraft flew smooth again.
Suddenly the nose of the SR-71 pitched down and gave a hard pitch up with the nose and canopy striking the bottom of the tanker. The nose section detached just forward of the cockpit area and the canopy was crushed inward. Brown ordered Jarvis to bail out, himself also bailing but concerned about being ejected into the bottom of the tanker. Both men managed to eject clear of both aircraft, but Brown had suffered broken legs during ejection.  An Army rescue helicopter from Fort Bliss at El Paso picked them up and took them to the Fort Bliss hospital. The tanker flew on to Beale AFB and landed safely despite a severely damaged horizontal stabilizer along with fuselage and refueling boom damage. Brown healed and was returned to crew duty.
Interesting photo of SR-71A 61-7970 at Beale AFB along with a Boeing KC-135Q tanker, a Convair B-58 Hustler bomber, and a Boeing B-52 bomber armed with Hound Dog missiles. 61-7970 would be lost after a collision with a KC-135Q while refueling. (Image credit: United States Air Force)
Perhaps one of the best known Blackbirds was SR-71A 61-7978, nicknamed “Rapid Rabbit,” known for its popular white bunny logo on the tails. This aircraft was lost on July 20, 1972 when involved in a landing accident at Kadena Air Base, Okinawa. Crewed by pilot Capt. Dennis Bush and RSO Capt. James Fagg, the aircraft had attempted a landing in excessive crosswinds as a typhoon approached. The braking chute was deployed upon touchdown, but suffering poor directional control on the runway, Bush jettisoned the chute, pushed up the power, and took the aircraft around for a second landing attempt.
Successfully touching down on the second attempt, the crosswinds had become so strong Bush could not keep the aircraft on the runway and as a result one set of landing gear hit a concrete structure. The landing gear was damaged as well as significant damage occurring to the aircraft. Both crew members escaped serious injury, and the aircraft was robbed of spare parts with the remaining airframe sections scrapped.
The final SR-71 loss occurred on Apr. 21, 1989, to aircraft 61-7974 over the South China Sea, near the Philippines. Flown by Maj. Daniel House and his RSO Capt. Blair Bozek, the Blackbird known as “Ichiban” was at Mach 3 and 75,000 ft when it began yawing to the left. House determined the left engine had seized and shortly afterwards the right engine went through four unstarts. The aircraft lost speed and altitude, and House decided to attempt to divert to Clark AFB, Philippines.
Loss of hydraulic pressure from severed lines during the left engine explosion led them to bail out near the main island of Luzon, landing in the water and rescued by Filipino fishermen. The two men were flown to Clark AFB on an HH-53 Super Jolly Green Giant.  The salvage ship USS Beaufort pulled the crashed remains of 61-7974 from the sea on May 7, 1989. The wreckage was returned to the hangar it originally had departed from for an accident investigation, and later buried at sea in the Mariana Trench on Dec. 24, 1989.
Blackbird 61-7974 Ichiban sporting the Habu image wrapped around a red number 1 flying with a Northrop T-38. The aircraft flew out of Okinawa and Ichiban means “number 1” in the native language. (Image credit: United States Air Force)

General

USAF Tests 500 lb QUICKSINK Bomb in B-2 Stealth Bomber’s Maritime Strike Test

By General 6 Mins Read

The B-2 Spirit would be able to employ up to 80 500 lb QUICKSTRIKE weapons, holding at risk multiple targets in a maritime environment.The U.S Air Force and the Air Force Research Laboratory (AFRL) announced on Jun. 4, 2025, the test of a “new, more versatile variant of the QUICKSINK maritime weapon,” based on a 500 pound GBU-38 JDAM (Joint Direct Attack Munition). The weapon was employed by a B-2 Spirit stealth bomber at the Eglin Air Force Base Gulf Test Range.
While it was not mentioned when the test took place, the VIRIN name assigned to the photos released on the DVIDS network said they were captured on Apr. 22, 2025. One of the photos shows a B-2 from Whiteman AFB, Missouri, as Airmen from the 393rd Bomber Generation Squadron prepare to load the weapon on the aircraft.
The latest test comes after the 2024 edition of the RIMPAC (Rim of the Pacific) exercise saw a B-2 Spirit demonstrating the QUICKSINK capability with a 2,000 pound GBU-31/B JDAM during the Sinking Exercise (SINKEX) component of the drills. That marked the very first time a B-2 Spirit was publicly reported to have employed this anti-ship capability. Previous QUICKSINK demonstrations in 2021 and 2022 saw F-15E Strike Eagles deploying modified 2,000-pound GBU-31 JDAMs.
Another shot of a 393rd BGS member loading a GBU-38 JDAM on to a B-2 Spirit at Whiteman AFB for the QUICKSINK test. (Image credit: USAF/Senior Airman Joshua Hastings)
Tactical utility and cost-benefit advantages
With the Air Force Test Center (AFTC) and Air Combat Command’s 53rd Wing also participating in the effort, the AFRL said the capability offers a “rapid response to maritime threats across vast ocean expanses, significantly bolstering the U.S. Air Force’s counter-maritime deterrence and operations.” The 53rd Wing commander, Col. Dan Lehoski, called the 500-pound QUICKSINK “an affordable, game-changing solution to rapidly and efficiently sink maritime targets.”
This variant “expands” the B-2’s targeting capabilities, and provides combatant commanders with an “expanded complement” of weapons for the role. The U.S. is obviously incorporating lessons from the naval wars in the Black Sea and the Red Sea.
A B-2 Spirit from the 509th Bomb Wing, Whiteman AFB receives fuel from a U.S.A.F KC-135 of the 185th Air Refueling Wing, Iowa Air National Guard in the sky over northwest Missouri on Aug. 29, 2018. (Image credit: USANG/Senior Master Sgt. Vincent De Groot)
The Russian and Western navies have been harrowed by the threat posed by cheaper Unmanned Surface Vessels (USV), one-way attack (OWA) drones, cruise missiles and anti-ship ballistic missiles, employed by Ukraine and the Houthis, respectively. The B-2s can carry 80 500-pound GBU-38 JDAMs, costing roughly $25,000, while the QUICKSINK seeker reportedly costs around $200,000. The price can be driven down to $50,000 upon increased production, AFRL officials told The War Zone.
The stealth bombers can work together with tactical jets like F-35Bs, F/A-18E/Fs, F-15Es and F-15EXs carrying the AGM-158C LRASM (Long-Range Anti-Ship Missile). For an instance, QUICKSINK missions with the greater magazine depths can damage or disable the smaller surface combatants protecting a PLA Navy Carrier Strike Group, while the fighters prosecute the larger vessels, or even China’s offshore bases in the South China Sea (SCS). This preserves LRASM stocks, roughly worth $2-3 million a unit, allowing U.S. Navy and U.S. Air Force fighters to have greater flexibility in prosecuting a naval war.

据美国海军学院新闻报道，环太军演中的高潮部分SINKEX击沉演习中，B-2隐身轰炸机使用了QUICKSINK快沉炸弹攻击了充当靶船的塔拉瓦号两栖攻击舰这是一种威力堪比重型鱼雷的武器（QUICKSINK见转推介绍）
PS：B-2无与伦比隐身性，载弹量和低成本的QUICKSINK大威力相结合，对解放军大型战舰构成巨大威胁 https://t.co/WKnehZIT74 pic.twitter.com/enxYtPDmQn
— 极光 (@Aurora107E) July 24, 2024

The B-2 Spirit’s stealth, with a much reduced risk of detection, can get closer to the targets. The weapon’s lack of an active seeker and low infrared signature leaves little trace for surface-to-air radar sensors to engage, increasing the chances to hit the target.
The AFRL also confirmed in 2022 that it had developed a dedicated seeker for the QUICKSINK role. The Chief of the AFRL’s Munitions Directorate, Col. Matthew Caspers, offered the doctrinal concept behind B-2 Spirit employing the new weapon: “QUICKSINK is the result of a Joint collaboration that rapidly prototyped an affordable concept for holding surface targets at risk.”
B-2 Spirits are poised to receive new upgrades under the “Spirit Realm 1” program, comprising an open mission systems architecture, new software, sensors and weapons to enhance the B-2’s survivability and combat capability. The possibility of the incoming B-21 Raider being also considered for maritime strike roles in the near future cannot be discarded.
F-15E Strike Eagle at Eglin Air Force Base, Fla. with modified 2,000-pound GBU-31 Joint Direct Attack Munitions as part of the second test in the QUICKSINK Joint Capability Technology Demonstration on April 28, 2022. (U.S. Air Force photo / 1st Lt Lindsey Heflin)
Previous tests
The 2024 RIMPAC’s QUICKSINK demonstration with the B-2 used the GBU-31 JDAM’s existing GPS-assisted inertial navigation system (INS) guidance in the tail with a new radar seeker installed on the nose, combined with an IIR (Imaging Infra-Red) camera mounted in a fairing on the side.
Upon release, the bomb’s standard JDAM kit guided the weapon to the target area and the seeker/camera then locked on the ship. After locking on, the guidance system directeds the bomb to detonate near the hull, below the waterline.
An AFRL video of a QUICKSINK test, from Apr. 28, 2022 in the Gulf of Mexico, showed a decommissioned cargo carrier simulating a target of a “full-scale surface vessel” being hit in that exact spot, subsequently breaking in half. Footage from cameras both on the ship and overhead recording captured the impact.
Another Mar. 2022 concept video by the AFRL showed an F-35B dropping a QUICKSINK weapon from its internal bays on a container carrier disguised as a ballistic missile carrier.
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Powered JDAM
JDAM’s developer Boeing has also announced developing a Powered JDAM (PJDAM), with a Kratos TDI J85 air-breathing engine, that fits on JDAM kits of 500 and 2,000 lb gravity bombs. The company’s description of the munition mentions it allows engagement from “outside anti-access/area-denial (A2/AD) systems’ effective ranges,” suggesting a clear maritime strike role. The weapon has undergone High Fidelity Wind Tunnel Testing in three configurations, which include a ‘Baseline PJDAM’, ‘Quickstrike Powered’ and a ‘Maritime Strike’ variant.
The PJDAM offers a range of over 300 nautical miles with a 500 pound warhead or 700 nautical miles with a “lost-cost decoy fuel tank.” Swapping out a warhead for fuel tank converts into a sort of loitering munition that can stay aloft longer, while possibly receiving targeting updates.

Jet-Powered JDAM Aims To Turn Bombs Into Cruise MissilesThe company is pitching the Powered Joint Direct Attack Munition (PJDAM) as a flexible and lower-cost cruise missile that can be used to attack targets on land and ones at sea. It could help countries, including the United… pic.twitter.com/0UxcWNGMcT
— Havoc Six (@Havoc_Six) October 25, 2023

An optional enhancement includes a 1.2 kW alternator for seekers and data link. Light disabling strikes on the sensor masts of warships or ground-based air defense radars in the opening stages of anti-maritime operations can be succeeded by follow-on LRASM or even NMESIS fires on PLA Navy surface combatants.

General

Above and beyond: Airbus Tech Reps powering the H160’s U.S. debut

By General 4 Mins Read

In just one year, the Airbus H160 helicopters have become a prominent sight in North American skies, racking up over 1,500 flight hours. Contributing to this deployment were five dedicated Technical Representatives (Tech Reps), who stepped into action to ensure the helicopters were mission ready. A multi-layered support systemAirbus Tech Reps form the frontline of aircraft readiness, backed by a support structure designed for swift and effective problem-solving using a tiered approach.  Level 1: The first responders On-site Tech Representatives, such as Gregg Young, an H160 Avionics Regional Technical Representative, serve as crucial first points of contact for customers experiencing technical issues. “I act as a key liaison for providing expert support to both mechanical field representatives and customers operating the H160 throughout the U.S.,” said Young. His expertise lies in diagnosing and resolving intricate avionics and electrical issues, ensuring that the aircraft performs optimally.Young follows a meticulous process: he gathers detailed information from the customer, reviews relevant technical documentation, assesses the severity of the issue, and offers initial guidance. If necessary, he travels to the customer’s location to provide hands-on support. “My primary focus is to deliver prompt, accurate, and professional support,” said Young.Level 2: The central role of the Product Support Manager.  For issues demanding wider coordination, the H160 Product Support Manager (PSM), Robert Way, serves as the central point of contact. Utilizing global insights from Airbus’ digital data and worldwide network, Robert reviews the technical events, identifying the affected system, and ensuring information is clear before any necessary escalation.  Oftentimes, a simple answer is provided.  When more information is needed, Robert seeks out an expert for clarification.  It’s this approach that successfully resolves many questions.Level 3: Deep expertise for complex challenges For highly complex issues, particularly with dynamic components, Level 3 experts like Ala Ramadan step in. “If some sort of escalation happens in the field and they need more help, particularly in the dynamic component area, I can help based on my experience,” said Ramadan. Level 3 experts analyze the issue, always prioritizing safety, and may consult original design drawings to determine the best course of action, ensuring comprehensive solutions.  

The digital edge: revolutionizing H160 maintenanceThe H160 leads in digital maintenance, and its U.S. operations benefit significantly from these advanced systems, which provide real-time diagnostics, reduce downtime, and enhance efficiency.  “The advanced digital maintenance systems integrated into the H160, such as the WACS (Wireless Airborne Communication System), FlyScan, and the features within Helionix, have significantly transformed both my work and the overall maintenance process,” said Young.  WACS System: Enables real-time health monitoring and remote data access for quicker diagnostics.  FlyScan: Enhances troubleshooting with detailed flight data analysis.  Helionix Features: Improve situational awareness with easier access to avionics data. “Overall, these advanced tools have improved the accuracy and speed of maintenance operations, reduced downtime, and enhanced the overall reliability of the H160,” said Young. For instance, Helionix alerts allow proactive issue addressing via WACS post-flight, speeding up resolution through data sharing with remote experts.  “Technology has really played a big factor in our jobs and also in ensuring safety,” said Ramadan. “They allow you to contact somebody immediately for a second opinion.” The WebTech tool, standard since 2013, facilitates communication and stores valuable history. 

A partnership for successAirbus Tech Reps are true partners with helicopter operators, aiming to keep aircraft in optimal condition. “The partnership between Airbus Helicopters Tech Reps and customers plays a crucial role in the success of H160 operations,” said Young. This involves expert support, tailored solutions, continuous feedback, and operator training. Ramadan shared an instance of traveling to a customer to demonstrate a swash plate design’s safety, building trust through hands-on dedication.  The technicians’ work directly enables customers to perform critical, often life-saving, missions. “It’s really great when you know your aircraft is ready to be able to do a scene mission to rescue somebody,” said Ramadan. “It feels really great. I think anybody will be proud when they know they were involved in missions like this.” Way concurs, emphasizing the goal is always to “help the customers.”  

The unseen backbone of aviation safetyThe dedication of professionals like Gregg Young, Robert Way, and Ala Ramadan has been critical to the H160’s successful entry into North America, and will continue to be crucial as the aircraft enters into service in greater numbers. Their commitment, supported by digital tools, ensures the Airbus H160 operates at peak performance for essential missions. As Ramadan aptly states, “Teamwork is really the secret to succeed in any mission,” and for these technicians, “safety is number one, always.” Copyright Airbus Helicopters 2025

General

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If you’re staying in the Drôme region this weekend, don’t miss the very first edition of this meeting, organized by…

General

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The 2025 edition of Airexpo, France’s only student-organized meeting and the third-largest event of its kind in France, features a…

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General

Rising to the occasion: getting the Airbus H140 ready to pass the test

By General 4 Mins Read

Airbus Helicopters’ German Chief Test Pilot, Volker Bau, is the person responsible for charting the H140’s flight path to certification. “There’s no space for emotions during flight tests,ˮ says Volker Bau and as one of Airbus Helicopters’ chief test pilots since 2011, he knows what he’s talking about. With 20 years of flight experience in the military followed by a flight test career now in its 25th year, the H140 campaign is the latest landmark in his career. “It’s definitely not another day at the office. It’s emotional when you come home, but before that, you’re very focused on the mission. It’s a kind of positive stress, you work in a team, you choose what you’re going to test and, as part of the team, you solve any problems.” 

Hot, high and coldFor every campaign, everything is meticulously planned. “We do a risk assessment for every flight, ˮ says Bau. “So if we do CAT A in high altitude by shutting down one engine and we can land safely, then we will carefully increase the weight of the aircraft and see how it operates under these new ‘conditions’. When we are on a campaign, there are around 10 people sitting in the briefing and debriefing to discuss the results and how we can improve, how we can change the rotor law, the rotor speed, the engines, the full authority digital engine control (FADEC).” The H140’s flight testing will focus on the helicopter’s performance in hot, high and cold conditions. “We have to go to environments where it is very cold: we are looking for -40°C or less,” explains Bau. “Where it’s hot: we are looking for +45°C or more. And for high altitudes that’s around 10,000 ft up to 20,000 ft.” 

The rigour that gets in rightOne thing that Bau emphasises is that the process is extremely thorough. “On this prototype, we always have telemetry. So, there are up to 10 people in a room monitoring everything. They see every movement you make; they see every input. They hear every voice, every word, and they comment on everything you do. You are monitored,” he emphasises. Whilst absolute rigour is essential to create the safest possible helicopter, it is also clearly beneficial to the quality of the product that will be on the market. This is due to the influence pilots have during flight test campaigns, providing feedback that is actioned. “The most challenging aspects are, naturally, working to test vital functions of the helicopter as safely as possible, working in this team and working to develop the most effective helicopter possible, for the operator to use later,” says Bau. “In the early days of testing the H145 I was not happy with where the engine knobs were and where the generator knobs were. So, I drafted on paper where I would like to have these knobs, gave it to the team and the next day I had the technical drawing. Today every helicopter that we sell has this installation of knobs. So yes, pilots have influence, and this is part of the challenge, to ultimately ensure that the operator can fulfil their mission optimally, efficiently and safely.” 

At the controls for the first flightWith a new cabin, T-tail, and Fenestron, the H140 is a brand-new helicopter and, as one of the first people to fly it, Bau is one of a select few who can describe how it flies. He is happy with the early results. “We had this stroke of genius on the H145 with these five-bladed rotors which reduced the vibrations to almost zero and we now see the exact same positive effect on the H140 with its five-bladed rotor,” he notes.