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General

U.S. Establish Task Force to Employ One-Way-Attack Drones in Middle East

By General 4 Mins Read

The U.S. military will employ Shahed-like One-Way-Attack (OWA) drones in the Middle East with the establishment of a new task force. On Dec. 3, 2025, the U.S. Central Command (CENTCOM) launched Task Force Scorpion Strike (TFSS), which will oversee the U.S. military’s first OWA drone squadron.
The squadron has already been established, although the timeline is not clear. However, the photos released on the DVIDS network are dated Nov. 23, 2025, thus the squadron might have been deployed last month.
Task Force Scorpion Strike
In the announcement, CENTCOM says Task Force Scorpion Strike was launched only “four months after Secretary of War Pete Hegseth directed acceleration of the acquisition and fielding of affordable drone technology.” The goal of the TF is to quickly deliver low cost and effective drone capabilities into the hands of warfighters.

https://t.co/e7wPknswla
— U.S. Central Command (@CENTCOM) December 3, 2025

The unnamed squadron assigned to TFSS, which will operate the Low-cost Unmanned Combat Attack System (LUCAS) drones, is currently based in the Middle East at an undisclosed location. CENTCOM says the drones have an extensive range and are designed to operate autonomously.
The command further adds they can be launched with different mechanisms to include catapults, rocket-assisted takeoff, and mobile ground and vehicle systems. This capability removes the dependency on runways normally associated to unmanned aircraft like the MQ-9 Reaper.
“This new task force sets the conditions for using innovation as a deterrent,” said Adm. Brad Cooper, CENTCOM commander. “Equipping our skilled warfighters faster with cutting-edge drone capabilities showcases U.S. military innovation and strength, which deters bad actors.”
Low-cost Unmanned Combat Attack System (LUCAS) drones are positioned on the tarmac at a base in the U.S. Central Command (CENTCOM) operating area, Nov. 23. (Image credit: Courtesy Photo via CENTCOM)
TFSS was preceded in September 2025 by the launch of the Rapid Employment Joint Task Force (REJTF) with the goal of fast-tracking processes for outfitting deployed forces with emerging capabilities. REJTF has three focus areas: capability, software, and tech diplomacy.
Notably, CENTCOM says TFSS’s efforts to build the one-way-attack drone squadron are led by personnel from Special Operations Command Central and align with REJTF’s capability focus area.
LUCAS
The Low-Cost Uncrewed Combat Attack System (LUCAS), developed by Spektreworks, a U.S. company based in Phoenix, Arizona, specialized in unmanned systems development and production. Inside the company, the target drone variant has been given the designation FLM 136 – a clear reference to the Iranian Shahed-136 design that inspired its development.
Low-cost Unmanned Combat Attack System (LUCAS) drones are positioned on the tarmac at a base in the U.S. Central Command (CENTCOM) operating area, Nov. 23. (Image credit: Courtesy Photo via CENTCOM)
In fact, it has been reported in recent months that the design has been reverse-engineered from an actual Shahed-136 drone which was captured by the U.S. military. LUCAS was designed from the outset to be used in the threat emulation role, and thus aimed to replicate as closely as possible the Iranian design.
However, its current iteration apparently falls short of some of the Shahed-136’s performance characteristics. The Iranian Shahed-136 has a range of approximatively 1,350 nautical miles, 110 pound payload and 440 pound Maximum Take-Off Weight, while length and wingspan are 3.5 meters and 2.5 meters, respectively.
On the other hand, according to Spektreworks, the FLM 136 has a range of 350 nautical miles, six-hour endurance, 40 pound payload and 180 pound Maximum Take-Off Weight, while length and wingspan are 3 meters and 2.5 meters, respectively. Thus, while the external appearance and dimensions are close to the original design, the performance are lower, as they were not the focus in a threat replication scenario.
Low-cost Unmanned Combat Attack System (LUCAS) drones are positioned on the tarmac at a base in the U.S. Central Command (CENTCOM) operating area, Nov. 23. (Image credit: Courtesy Photo via CENTCOM)
It is unclear if these specifications reflect the ones of the LUCAS variant deployed in the Middle East. Compared to the images of the FLM 136 previously released by the company, the LUCAS drones in the images released by CENTCOM show some differences, with the notable addition of what appears to be a new SATCOM antenna.
The photos also show the drones equipped with two different nose cones, of which ones features what appears to be an electro-optic/infrared (EO/IR) camera turret. According to CENTCOM’s captions, LUCAS drones cost approximately $35,000 per platform.

General

Australia Considers Sending Tiger Helicopters to Ukraine

By General 5 Mins Read

Ukraine first publicly expressed interest in acquiring the soon-to-be-retired fleet in 2024 shortly after being reportedly disappointed over not being offered the troubled MRH-90 Taipan utility helicopters that Australia decided to retire a decade earlier than originally planned. The Tiger, originally marketed by Eurocopter but now an Airbus product, was first delivered to the Australian Army in 2004 but did not reach initial operating capability (IOC) until 2011. Supply chain and availability issues have plagued the helicopter’s service life, and it too is now due to be withdrawn much earlier than planned.Australian media has reported on the possible transfer of Tiger attack helicopters to Ukraine as the Australian Army withdraws the type in favor of the AH-64E Apache Guardian.Australian Support for Ukraine
The Tiger Armed Reconnaissance Helicopter (ARH) variant operated by Australia is based on France’s Tiger HAP (Hélicoptère d’Appui Protection/Support and Escort Helicopter) and features the nose-mounted 30 mm gun turret as well as stub-wing hardpoints for guided and unguided missiles and rockets.
At present, Australia’s 22 Tigers are scheduled to remain in service until 2028. Though the last of their 29 AH-64E Apaches are not due until 2029, there is the possibility that the Tiger’s out of service date could be brought forward. The first two Apaches arrived in October 2025 and more are due in 2026.
AH-64E Apache helicopter being delivered to the Australian Army in 2025. (Image credit: Australian Defence Force)
Being closer to the European support hubs for the Tiger helicopter, Ukraine’s hit from the supply chains involved in operating the type would likely be much reduced compared to the delays that have hampered Australia. The Tiger would be Ukraine’s first attack helicopter not based on a Soviet design, and, in much the same way as the gradual move to Western-designed fighter aircraft, will be much more sustainable in the long term.
While debate has raged over the attack helicopter’s place on the modern battlefield – with many pointing to the poor performance of Russia’s Kamov Ka-52 ‘Alligator’ attack helicopter in the current conflict – it has been suggested that many of Russia’s attack helicopter woes stem from poor tactics rather than obsolete equipment. Though it isn’t known exactly what role Ukraine pictures for the Tiger, it should be noted that, with the possibility of carrying Advanced Precision Kill Weapon System (APKWS) equipped rockets as well as dedicated air to air missiles like the Mistral alongside the 30 mm gun, the Tiger could find a comfortable niche as a drone hunter.

Ukrainian Mi-24V Hind helicopter gunship “Shahed Hunter”
Czech-supplied Hinds, now in Ukrainian service with dozens of air-to-air drone kills. pic.twitter.com/F5IPl5q2W0
— OSINTtechnical (@Osinttechnical) February 20, 2025

Ukraine has adapted a number of slower fixed wing aircraft to allow them to take down low-cost drones that can travel at speeds below the optimal range for a traditional fast-jet intercept, and some of its fleet of Russian-built helicopters have also been noted employed in this way. 22 extra airframes with the withdrawn Tiger fleet could boost the coverage and availability for these operations, while freeing up other helicopters which could be put to use in utility and transport tasks that the Tiger is not equipped for.
Australian Support for Ukraine
Australia is expected to announce its next tranche of support for Ukraine ‘very shortly’, adding to a running total of AU$1.5 billion committed so far. This has most recently included M1A1 Abrams main battle tanks, which built on existing deliveries of Bushmaster and M113 armored vehicles, DefendTex D40 and Corvo PPDS loitering munitions, RBS 70 man-portable air defence systems (MANPADS), rigid-hull inflatable boats (RHIB), and Slinger counter-drone systems.
Though not transferred to Ukraine itself, part of Australia’s support has also included the forward deployment of a Royal Australian Air Force (RAAF) E-7A Wedgetail airborne early warning (AEW) aircraft to Europe. The aircraft operated from Poland between July and October 2025, adding to the overall air defence and intelligence gathering capabilities over Eastern Europe to protect vital supply lines to Ukraine and safeguard NATO airspace.

Under Operation Kudu, Australian Defence Force aviators silently watched Europe’s eastern flank assisting with peace and stability in the region under Operation KUDU.
Task Element (TE) 631.10.7 worked closely with @NATO to deploy a vital asset, the E-7A Wedgetail.
Throughout… pic.twitter.com/rm6wdYWANF
— Defence Australia (@DefenceAust) October 23, 2025

Decomissioned RAAF F/A-18 Hornets were reportedly offered to Ukraine following strong campaigning and even petitions by Australians, though this deal eventually folded – apparently due to concerns over the sustainability of the legacy Hornet while other more plentiful fighter aircraft were already in the process of being secured.
Relations between Australia and Ukraine during the conflict have been difficult – while Australia maintains its intent to give as much support as possible, the let-downs from unfulfilled requests, particularly with regards to the MRH-90 Taipan, soured Ukraine’s opinions. Australia finally reopened its embassy in Kyiv in December 2024, rectifying another point of concern from Ukraine’s perspective. Now that there can be a more direct line between the Australian government in Canberra and senior officials in Kyiv, both sides seem to hope future cooperation will run more smoothly.

General

A Close Look at the New EW System Which Will Protect U.S. F-16s

By General 13 Mins Read

The ALQ-257 Integrated Viper Electronic Warfare Suite is on track for rapid fielding on 72 U.S. Air Force F-16s, as well as the Army’s ME-11B HADES.Northrop Grumman’s AN/ALQ-257 Integrated Viper Electronic Warfare Suite (IVEWS) is moving rapidly toward production and frontline fielding after completing a series of major developmental and operational milestones on U.S. Air Force F-16s. The system successfully completed Operational Assessment flight testing earlier this year and will soon equip the F-16 Block 50.
As the service looks to keep its large fourth-generation fleet viable against increasingly agile and unpredictable threats, IVEWS is emerging as one of the most consequential survivability upgrades ever introduced on the Viper, as the F-16 is called by its crews. The system has demonstrated robust performance in both controlled test environments and demanding real-world electromagnetic scenarios during larger test events.
Lt. Col. Christopher B. James, Deputy Division Chief for USAF F-16 Programs, highlighted the significance of the Operational Assessment’s completion, noting that IVEWS “worked during its first flight on two aircraft, which is unprecedented for a complex and fully integrated electronic warfare system.” He added that the integration and performance validated the system’s unofficial motto: “IVEWS, works first time, every time.”
We recently had a chance to interview Northrop Grumman’s team working on IVEWS to get a better understanding of the system.
Integrated Viper Electronic Warfare Suite
The AN/ALQ-257 Integrated Viper Electronic Warfare Suite (IVEWS) is designed to equip the F-16 with Electronic Warfare (EW) capabilities on par with the latest generation aircraft. This allows to significantly enhancing survivability for operations in contested and congested electromagnetic spectrum environments and keeping the Viper lethal and survivable.
The Line-Replaceable Units (LRU) that make up the core of the IVEWS suite. (Image credit: Northrop Grumman)
IVEWS can automatically detect, identify, track and jam radio frequency threats, as well as single-ship geolocate them without the need for triangulation in cooperation with other aircraft. This allows the system to replace a number of legacy systems for improved protection.
The system is designed as a fully digital, ultra-wideband internal electronic warfare suite, thus removing the need for external pods, usually carried on the centerline of the aircraft. Such pods usually present some limitations not only in their performance, but also in the performance of the jet.
To ensure IVEWS delivers F-16 protection now and into the future, the company said specific and deliberate hardware investments were necessary. While existing hardware locations were utilized to the maximum extent possible, IVEWS is an entirely new system replacing outdated 35+ year old systems on the aircraft.
Specifically, IVEWS utilizes the USG-procured EW controller and associated color threat display for primary control and display purposes, as well as for controlling all expendable countermeasures. The pilot may also interact with IVEWS and display information using the Center Pedestal Display (CPD) being installed with the PoBIT upgrade.
The system has a full complement of antennas distributed on the airframe which allows it to receive signals in a 360 degrees bubble around the aircraft. It also have transmitter antennas to cover the same bubble, as well as a central, main processor – the brains of the system – and  RF amplifiers to put out the RF energy to suppress the threat radars.
An F-16 equipped with the ALQ-257 Integrated Viper Electronic Warfare Suite (IVEWS) at Eglin Air Force Base, Florida. (Image credit: U.S. Air Force)
IVEWS was first selected by the U.S. Air Force as part of a competition in 2019, nine months earlier than planned, and is now a Program of Record for F-16 EW. The advanced internal EW system is designed to work seamlessly with the aircraft’s new APG-83 Active Electronically Scanned Array (AESA) radar, which is now being installed across the fleet.
Notably, while it was specifically developed to equip the F-16, IVEWS has also been selected to equip the U.S. Army’s ME-11B High Accuracy Detection and Exploitation System (HADES) platform, the service’s modified Bombardier Global 6500 business jets for intelligence gathering.
A Modern EW Suite for an Evolving Threat Environment
The radio frequency battlespace has become increasingly dense, dynamic and unpredictable. Where threats were once fixed and mapped in advance, modern adversaries now rely on mobile, rapidly shifting, software-driven radars and jammers that activate only when an aircraft is already inside engagement range.
“The RF environment has got more and more congested,” told us James Conroy, Vice President of Electronic Warfare and Targeting at Northrop Grumman. “There are so many signals out there and trying to find the RF threat’s radar signal is like trying to find a needle in a haystack. If you don’t have advanced hardware, advanced processing and algorithms, you really can’t find those advanced threats and be in position for the future.”
Conroy stressed how this shift in today’s RF environment has increased the urgency for integrating modern, adaptable EW capabilities. Lessons learned over the years led not only to a change in air tactics, but also a change in tactics of ground-based air defenses.
“Decades ago, the RF environment was such that people could pre-plan and use tactics to know where the threats were,” explained Conroy. “Threats now are moving around the battlespace, and they’re not just moving around, but they are not always on.”
The Line-Replaceable Units (LRU) that make up the core of the IVEWS suite. (Image credit: Northrop Grumman)
With threats becoming increasingly unpredictable, automation is the key to a quick reaction and improved protection. During the most intense phases of a mission, when the pilot might be focused on more urgent tasks at hand, an automated capability might be the difference between life and death.
“You have people flying into the weapons engagement zone, and they don’t even know it until the RF threat turns on, and it could be targeting them and launching threats at them,” said Conroy. “Having a system that automatically does that and automatically protects the aircraft takes a lot of the workload off the pilots so they can focus on their mission.”
To do that, IVEWS uses an ultra-wideband digital receiver architecture to sift through the increasingly cluttered RF environment, which is populated not only by radars but also by civilian emitters like cellular towers, satellite radios and commercial communication systems. The system identifies and geolocates the true threat signals – the “needle in the haystack,” as Conroy described it – while simultaneously applying active jamming and countermeasures.
Notably, IVEWS performs geolocation automatically and transparently to the pilot, and the function can operate concurrently with detection and jamming – something earlier F-16 EW systems could not do simultaneously.
“Classically, when you want to geolocate a threat on an F-16 or another platform, you have to turn on your jamming to allow you to do geolocation,” explained Conroy. “IVEWS does all geolocation in the background, it does all of that autonomously so the pilot can focus on the mission at hand. Ultimately, what we are enabling is the pilots go out, fly their mission and return home safely.”
IVEWS can generate single-ship geolocated threat information. Once threats have been geolocated, F-16s can easily share these threats’ locations.
An F-16 equipped with the ALQ-257 Integrated Viper Electronic Warfare Suite (IVEWS) at Eglin Air Force Base, Florida. (Image credit: U.S. Air Force)
Digital Interoperability With the SABR AESA Radar
A defining feature of IVEWS is its deep integration with Northrop Grumman’s APG-83 Scalable Agile Beam Radar (SABR), the new AESA radar which has been installed on hundreds of F-16s worldwide.
“We recognized since day one that we needed the interoperability between SABR and IVEWS in order to make the F-16 as operationally relevant as possible,” said Conroy. “We knew that interoperability had to be a fully digital interoperability.”
The two systems communicate digitally on a pulse-to-pulse basis, with IVEWS able to see all SABR’s radar pulses and filter them out digitally. This allows SABR to operate at full performance without filtering or blanking while IVEWS simultaneously detects and counters hostile emitters.
“There was a Large Force Exercise where the F-16 with the IVEWS system had advanced air threats and advanced ground threats in the environment,” told us Conroy. “[IVEWS] was suppressing both of those and preventing them from getting tracks on the F-16, while the SABR radar was going in and doing some of its advanced modes.”
Northrop has delivered more than 900 SABR radars globally, with the U.S. Air Force procuring the radar for the F-16’s Radar Modernization Program. Because of this, the company sees the combined SABR + IVEWS architecture as central to keeping the Viper relevant well into the 2030s.
Northrop Grumman’s AN/APG-83 Scalable Agile Beam Radar (SABR) installed on an Air National Guard F-16 at McEntire Joint National Guard Base, South Carolina. (Image credit: U.S. Air Force)
System Validation and Threat-Environment Testing
IVEWS has gone through the full complement of industry lab testing and government lab testing, and has been in flight testing for over a year. Conroy told us that, within that year, the system has flown over 300 sorties and over 500 flight hours.
Two F-16 Block 50 aircraft are being used for testing of the new EW system. Conroy explained that the jets are being tested against the most advanced air threats, ground threats and the most advanced surface threats and a combination of those at the same time.
Notably, according to the serials in the released photos, the two F-16s that are being used to test IVEWS are among the ones that were also used to test SABR ahead of its introduction in the Air Force.
These aircraft took part in multiple testing events. As mentioned earlier, during a LFE, the F-16s were able to suppress both air and ground threats simultaneously while still being able to employ the SABR radar.
There were also reports about IVEWS being described as a “mini Growler.” We talked about this with Conroy, and he told us “There was a comment from a pilot and basically what they were talking about was the fact that we have so much RF transmit power that we can not only provide self-protection for the platform that the IVEWS system is installed on, but we can sort of extend that performance and survivability bubble around other ships that are within the formation.
Two U.S. Air Force F-16s equipped with IVEWS and SABR fly at Nellis Air Force Base, Nevada. (Image credit: Northrop Grumman)
A Path to Rapid Fielding
Following the Operational Assessment, production is expected to begin soon, with this summer’s reconciliation package providing $187 million in funding to complete the certification. Another $250 million is included in the FY26 appropriations bill for the first full-rate production lot.
IVEWS is #1 on CENTCOM’s Unfunded Priority List, and AFCENT has submitted an Urgent Operational Need for 72 F-16s equipped with IVEWS. Conroy previously told us in an emailed statement that the company expects the first IVEWS-equipped combat-coded jets in late CY2027.
CENTCOM-based Vipers have been heavily engaged in recent years, shooting down Iranian drones launched toward Israel, operating near Russian air defenses in Syria, countering threats from Iran and its proxies, and responding to Houthi attacks from Yemen. Notably, the Air Force recently awarded Lt. Col. William “Skate” Parks, former commander of the 480th Expeditionary Fighter Squadron, the Silver Star Medal for his actions during a mission in March 2025 in which he came under heavy fire while flying an F-16 Block 50.
Lt. Gen. Derek France, commander of Air Forces Central, described IVEWS as “one of many efforts to keep our fourth-gen platforms competitive as the adversary advances.”
The company says IVEWS can be installed by a Contractor Field Team (CFT), either as a standalone effort or in coordination with other ongoing upgrades. It is unclear if there will be synergies with the PoBIT upgrade effort.
U.S. Air Force F-16 Fighting Falcons fly a routine presence patrol mission over the U.S. Central Command area of responsibility, Jan. 25, 2025. (U.S. Air Force photo by Staff Sgt. Jackson Manske)
Breaking Defense reported that the renewed urgency followed earlier funding stagnation, as Air Force resource priorities had shifted toward future platforms. With threats intensifying, however, the service is now pushing to field the system as quickly as possible.
A Pod-Free Internal Solution With Growth Potential
Unlike legacy podded systems such as the ALQ-131 or ALQ-184, the ALQ-257 is an internal line-replaceable unit, freeing up the aircraft’s centerline station for additional fuel or weapons. Moreover, legacy ECM pods weigh approximately 600-800 pounds, while IVEWS is lighter by around 50%.
This aspect is not to be underestimated as, with the U.S. gearing up to fight over the Pacific, the F-16 will be able to carry a third external fuel tank on the centerline, further extending its range. The crews will not need anymore to choose between more range or improved EW protection.
Initial fielding of IVEWS will occur on Block 50/52 aircraft. “The system is designed to work with the Block 50 and the Post Block aircraft, that’s what we’re primarily focused on, but we expect it to be extensible to many other versions of the fighter aircraft,” said Conroy.
In an emailed statement, he further explained: “Very minor required Group A changes were funded in the Reconciliation Law, allowing Block 40/42 aircraft to easily accept IVEWS, as well. We would also be able to integrate IVEWS on Block 25/30 aircraft at a customer’s request, as the aircraft internal volumes and locations are the same.”
An F-16 Fighting Falcon carrying the AN/ALQ-184 Electronic CounterMeasures pod on the centerline station prepares to land at Nellis Air Force Base, Nevada, Mar. 9, 2021. (U.S. Air Force photo by Airman First Class Zachary Rufus)
International interest is also growing. Türkiye has already committed to integrating IVEWS on its F-16s when available, with a Letter of Request for the integration on its future F-16s Block 70. “We are also in conversation with a number of other countries that are interested in putting it potentially on their new Block 70s as well as people that already have Block 50s,” added Conroy.
Although optimized for the F-16, the company has noted that the modular architecture could support other aircraft. In fact, as mentioned earlier, due to the demonstrated performance and modularity of IVEWS, the U.S. Army selected it as the survivability suite for the new HADES platform, which is based on a business jet.
A Crucial Upgrade for the Viper’s Future
As peer and near-peer threats continue to evolve, the U.S. Air Force is increasingly relying on advanced EW solutions to ensure its fourth-generation platforms remain viable in contested environments. With the F-16 still comprising a substantial portion of the U.S. and allied tactical aviation inventory, the introduction of IVEWS represents a significant leap in survivability.
“IVEWS has consistently demonstrated class-leading performance as a modern survivability suite for the F-16,” said Conroy in an emailed statement. “The advanced technologies designed into IVEWS, combined with direct digital connectivity with SABR, ensures that modernized F-16s will continue to be relied upon as a trusted and effective fighter asset alongside 5th and 6th gen platforms for years to come.”
With production funding secured and an operational need driving rapid fielding, the IVEWS is on track to become one of the most important upgrades in the Viper’s long service life.

General

F/A-18E/F Super Hornet Turns 30

By General 10 Mins Read

Three decades after the first flight, the F/A-18E/F is still central to U.S. Naval Aviation and is expected to serve into the 2040s alongside the F-35C and future F/A-XX.The F/A-18E/F Super Hornet celebrated the 30th anniversary since its first flight. In fact, on Nov. 29, 1995, the prototype F/A-18E Super Hornet lifted off from then McDonnell Douglas’ (now Boeing’s) St. Louis facility for the first time, marking the beginning of a program that would reshape U.S. carrier aviation for the next three decades.
The Super Hornet was born in a period of budget cuts and restructuring, which led the Navy to cancel a number of programs. However, the new aircraft was able to succeed and ultimately became the most widely used strike fighter aboard U.S. Navy aircraft carriers and still continues to evolve today.

30 Super years in flight!
Thirty years ago, the first F/A-18 Super Hornet took to the skies for the first time. We’re thankful for the thousands of #TeamBoeing employees, partners and suppliers who keep the Super Hornet modernized and evolving, delivering unmatched capabilities… pic.twitter.com/kRhpsJWmi1
— Boeing Defense (@BoeingDefense) December 1, 2025

Restructuring Naval Aviation
The Super Hornet program emerged when the McDonnell Douglas A-12 Avenger II Advanced Tactical Aircraft (ATA) was cancelled in 1991, and the Navy launched the Advanced-Attack (A-X) program while considering interim capabilities. For the latter, the service needed a rapid, politically feasible solution that avoided the risks associated with another clean-sheet design.
McDonnell Douglas proposed an enlarged, substantially redesigned evolution of the F/A-18C/D Hornet, large enough to fill the capability gap left by the Intruder, yet similar enough to leverage existing infrastructure, training pipelines, and maintenance regimes. This proposal, initially dubbed “Hornet II” and later “Hornet 2000,” offered the Navy reduced development risk and predictable cost, while still enabling meaningful capability growth.
A formation of Air Test and Evaluation Squadron (VX) 31 “Dust Devils” aircraft, including an EA-18G Growler, AV-8B Harrier II+, an F/A-18F Super Hornet, and an F/A-18D Hornet, flies over Point Mugu’s Sea Range in Californati during a photo exercise. (Image credit: U.S. Navy)
Despite resistance in Congress and skepticism within parts of the naval aviation community, the Navy pursued the proposal and first ordered the new aircraft in 1992. The Navy Advanced Tactical Fighter (NATF) and the A-X programs were cancelled in 1992 and 1993, respectively, while production and upgrades to the F-14D Tomcat were cancelled in favor of the cheaper F/A-18E/F.
The redesign effort produced an aircraft that shared the Hornet’s name but little else beyond basic configuration principles. In fact, the Super Hornet was 25% larger, carried 33% more internal fuel, had 50% longer range, incorporated a completely new wing, and adopted new intakes, avionics architecture, and survivability features.
November 29, 1995
The first F/A-18E prototype took to the air on Nov. 29, 1995, flown by McDonnell Douglas test pilot Fred Madenwald. The flight was a symbolic milestone for a program that many had questioned just a few years earlier.
The aircraft was first christened Super Hornet during the rollout on Sept. 18, 1995. The first prototype was followed by a second F/A-18E which first flew a month later, on Dec. 26, and the first twin-seater F/A-18F on Apr. 1, 1996.
The first flight of the F/A-18E Super Hornet on Nov. 29, 1995. (Image credit: McDonnell Douglas)
The aircraft represented a shift in U.S. Navy procurement strategy, with a cautious: evolutionary approach instead of revolutionary as initially intended with the A-12, A-X and NATF. The service was confident in the jet’s capabilities, and the Super Hornet first landed on a carrier in 1997, quickly moving into production.
Following the Boeing–McDonnell Douglas merger in 1997, the program transitioned under Boeing’s leadership.
Developmental Challenges and Carrier Suitability
As with any major tactical aircraft program, issues emerged early in testing. The most notable was the “wing drop” phenomenon – an uncommanded roll (up to 40 degrees) during high angles of attack caused by airflow separation. Engineers resolved the problem through a combination of leading-edge stall strips, wing refinements and flight control software updates.
Another problem was the risk of interference of the payload with the airframe. The pylons were then canted around 3.5 degrees to provide more space and safety margin between the engines’ air inlets and the pylons.
An F/A-18F Super Hornet, from the “Fighting Redcocks” of Strike Fighter Squadron (VFA) 22, prepares to make an arrested gear landing on the flight deck of the aircraft carrier USS Nimitz (CVN 68). [Author’s note: the aircraft is in the “Five Wet” configuration with four 480 gallon external fuel tanks under the wings and a centerline hose-and-drogue “buddy” refueling pod]  (U.S. Navy photo by Mass Communication Specialist 3rd Class Jared Mancuso)Carrier trials began in January 1997 aboard USS John C. Stennis with a two-week period of initial sea trials. The Super Hornet made its first carrier landing and catapult launch on Jan. 18.
Fleet Introduction and Operational Debut
The first operational squadron, VFA-115 “Eagles,” declared Initial Operational Capability (IOC) in September 2001. Less than a year later, in July 2002, the unit deployed for the type’s first operational cruise aboard USS Abraham Lincoln.
Few months later, in November, the Super Hornet made combat debut with a strike against hostile targets in Iraq’s no-fly zone as part of Operation Southern Watch. The deployment also validated the aircraft’s expanded payload flexibility and greater endurance, bringing a significantly more capable strike fighter into the fleet during the opening phase of the Global War on Terror.
From that point onward, carrier air wings transitioned rapidly, with units on both the East and West coast transitioning to the new aircraft as the F-14, A-6 Intruder and S-3 Viking were gradually phased out.
Two U.S. Navy F/A-18 Super Hornet fly in formation after receiving fuel from a KC-135 Stratotanker over Iraq in support of Operation Inherent Resolve Oct 17, 2016. The KC-135 provides the core aerial refueling capability for the U.S. Air Force and has excelled in this role for more than 50 years. (U.S. Air Force photo by Staff Sgt. Douglas Ellis/Released)
By the mid-2000s, the Super Hornet had become the dominant strike fighter aboard U.S. carriers. As a multi-role fighter, the Super Hornet took over a large share of precision-strike, ISR, and tanker duties.
Block II – AESA and the Maturation of the Platform
In 2001, the Navy introduced the Super Hornet’s Block II, which transformed the jet into a technologically modern multirole fighter. This incorporated a number of capabilities-enhancing technologies which made the Block II earn a reputation as the backbone of the Navy’s carrier air wing and a workhorse within the fleet.
Among the most important enhancements were the AN/APG-79 Active Electronically Scanned Array (AESA) radar, improved sensors and avionics, increased range, and capability to employ an arsenal of precision weapons. These were installed thanks to an open mission systems architecture, enabling ease of integration for new weapons and technology systems.
EA-18G Growler – A New Electronic Attack Backbone
One of the Super Hornet program’s most consequential derivatives is the EA-18G Growler. The twin-seater aircraft, designed to replace the quad-seater EA-6B Prowler, first flew on Aug. 15, 2006.
Two EA-18G Growlers flying in formation. The aircraft in the foreground carries the Next-Generation Jammer pod. (Image credit: RTX)
The Growler notably integrated the ALQ-218 receiver suite and ALQ-99 jamming pods, with the latter also used by the EA-6B. The Initial Operational Capability was achieved in December 2009.
The aircraft rapidly became the world’s most advanced tactical electronic attack platform. The Growler completed the United States’ Suppression of Enemy Air Defense (SEAD) triad, which also includes the F-16CM Block 50/52 Fighting Falcon and the EA-37B Compass Call.
Like the Super Hornet, the Growler continues to evolve. Among the main upgrades are the Next Generation Jammer Mid-Band (NGJ-MB) and Low-Band (NGJ-LB) set to replace legacy systems across the next decade.
Operational Use
The Super Hornet has now participated in nearly every major U.S. carrier deployment since 2002. Its missions have included operations in Afghanistan and Iraq during Operations Enduring Freedom and Iraqi Freedom, in Libya during Operation Odyssey Dawn and Unified Protector, in the Middle East during Operation Inherent Resolve, as well as routine missions in the Indo-Pacific.
File photo of an F/A-18F Super Hornet launching an AGM-158C LRASM during a test event in 2019. (Photo: NAVAIR)
International Use
Australia became the first export customer for the Super Hornet family, purchasing 24 F/A-18F aircraft and later 12 EA-18G Growlers. These aircraft allowed the Royal Australian Air Force to retire the F-111 and maintain a credible strike capability until the arrival of the F-35A.
The RAAF continues to operate both types, with the fleet undergoing upgrades aligned with U.S. Navy modernization timelines. Among these is the integration of the new AGM-158C Long-Range Anti-Ship Missile (LRASM).
A second operator is Kuwait, which ordered 28 Super Hornets in 2018, including 22 single-seater F/A-18Es and six twin-seater F/A-18Fs. The first Kuwaiti Super Hornet flew for the first time in 2020, with the deliveries reportedly completed in 2021.
Few details are available, but it was reported that the aircraft were transferred by Boeing to the U.S. Navy for custody ahead to their handover to Kuwait. It appears the handover has not yet taken place because of ongoing infrastructure upgrades at Ahmed Al-Jaber Air Base and logistical changes, and is now expected for 2026.
A No. 1 Squadron F/A-18F Super Hornet over Brisbane for Sunsuper Riverfire 2019 while crowds on apartment balconies look on. (Image credit: RAAF).
Block III
As the airframe approached mid-life, the U.S. Navy initiated the Block III upgrade. The upgrade, featuring a renewed cockpit, new computing architecture and network infrastructure, as well as the possibility – later dismissed – to add conformal fuel tanks, has been developed to extend the fleet’s service life and relevance.
The key capabilities made available by the new variant include an Advanced Cockpit System centered around the 10×19 inch large-area touchscreen display, an advanced network infrastructure that incorporates the Distributed Targeting Processor Network (DTP-N) and the Tactical Targeting Network Technology (TTNT), open mission systems, reduced radar signature, a 10,000-hour airframe, the AN/ASG-34 IRST (Infrared Search-and-Track) and the provisions for Conformal Fuel Tanks (CFT) with an additional 3,500 lb fuel capacity.
The Navy is currently receiving new-build Block III jets while also upgrading select Block II aircraft. The Block III upgrades will be applied as part of the Service Life Modernization program, which will add 4,000 flight hours to the service life of the already delivered Super Hornets.
The first phase of the SLM program has already been in motion for some years, extending the service life of the Super Hornet from 6,000 to 7,500 flight hours, while the second phase, started in 2023, is looking to extend the service life to 10,000 flight hours and perform the modifications required for the Block III upgrades.
F/A-18 Block III takes off from Lambert Field. (Image credit: Boeing)
The Super Hornet at 30
Three decades after the first prototype flew, the F/A-18E/F is still central to U.S. Naval Aviation. The U.S. Navy has announced on Aug. 1, 2025, that the F/A-18 and EA-18G aircraft fleet has surpassed 12 million flight hours since the introduction in the 1980s.
This important achievement now cements even more the fleet’s status as one of the most enduring families of aircraft in modern naval aviation, which have served as the backbone of the U.S. Navy and Marine Corps aerial branches for decades. The Navy today has around 550 F/A-18E/F Super Hornets and 150 EA-18G Growlers in service, together with 180 F/A-18A/C/D “Legacy” Hornets used by the U.S. Marine Corps.
The aircraft is expected to serve into the early 2040s alongside the F-35C Lightning II and future F/A-XX family of systems. Even as the Navy transitions toward sixth-generation concepts and distributed maritime operations, the Super Hornet remains a key enabler for long-range strike, maritime interdiction, air defense, and networked warfare across carrier strike groups.

General

U.S. F-16 Pilot Who Led SEAD Mission Under Heavy Fire in Yemen Awarded With Silver Star

By General 5 Mins Read

Lt. Col. William “Skate” Parks earned the nation’s third-highest combat decoration for guiding his F-16 flight through a deadly barrage of surface-to-air missiles during a SEAD mission in Yemen.Lt. Col. William “Skate” Parks, former commander of the 480th Expeditionary Fighter Squadron, was awared the Silver Star Medal for his actions during a mission in March 2025. Although the U.S. Air Force statement does not reveal the location of the mission, its timeline aligns with known operations from the U.S. campaign against the Houthis. The decoration, presented at the Pentagon by Air Force Chief of Staff Gen. Kenneth Wilsbach, recognizes Parks’ valor and leadership while leading a large strike package into one of the most heavily defended areas of the conflict. He was also awarded the Bronze Star for meritorious service during the same deployment.
According to the U.S. Air Force, the mission took place on Mar. 27, 2025, within the U.S. Central Command area of operations. Parks was the mission commander for a package of 21 aircraft assigned to strike ballistic missile production facilities (operated by Houthi forces). Flying a four-ship formation of F-16CM jets in SEAD (Suppression of Enemy Air Defenses) role, his task was to suppress and destroy enemy air defenses to clear the way for the follow-on strike elements.
Air Force Chief of Staff Gen. Ken Wilsbach presents the Silver Star Medal to Lt. Col. William Parks during a ceremony at the Pentagon, Arlington, Va., Nov. 26, 2025. Parks also received the Bronze Star Medal during the ceremony. (U.S. Air Force photo by Staff Sgt. Stuart Bright)
As the formation entered the engagement zone, surface-to-air missile batteries and anti-aircraft artillery opened fire from multiple sites. Parks deliberately positioned his flight within the threat envelope to protect other aircraft in the package and to neutralize the air defenses that posed the greatest risk to the mission. For nearly 15 minutes, his flight was exposed to a dense network of radar-guided and infrared threats, with at least one missile detonating only a few meters from his jet. Throughout the engagement, Parks maintained command and control of the entire strike force while directing evasive maneuvers, employing countermeasures, and ensuring deconfliction among the supporting aircraft.
At a critical stage of the mission, with his formation low on fuel deep inside enemy territory, Parks coordinated an emergency aerial refueling under combat conditions. The official release notes that this prevented the potential loss of two aircraft. Despite the sustained enemy fire and the challenging fuel situation, the mission achieved its objective and crippled key ballistic missile infrastructure. The citation credits Parks for courageous and steady actions that directly contributed to the survival of his wingmen and the success of the operation.
Two U.S. Air Force F-16 Fighting Falcons return from a training sortie during Exercise Spears of Victory, at King Abdulaziz Air Base, Saudi Arabia, Jan. 27, 2025. In an air-to-surface role, the F-16 can fly more than 500 miles, deliver its weapons with superior accuracy, defend itself against enemy aircraft, and return to its starting point.. (U.S. Air Force photo by Staff Sgt. Shaei Rodriguez)
According to the U.S. Air Force: “Parks has been credited with six aerial victories protecting the lives of more than 5,000 Sailors aboard the USS Harry S. Truman (CVN 75), and he personally defended against five deadly surface-to-air missile engagements targeting his aircraft.”
The deployment of the 480th EFS, based at Spangdahlem Air Base in Germany, was part of a broader effort by the U.S. Air Force to counter the growing drone and missile threat across the region. Interestingly, during its 8-month rotation, the squadron recorded 108 aerial kills against unmanned aerial systems and cruise missiles. As noted in previous analyses, recent U.S. and allied operations over the Middle East showed somewhat a return to high-threat airspace environments similar to those seen in earlier conflicts where the combination of integrated air defense systems, long-range missile launches, and persistent drone attacks represent a complex testbed for modern suppression and strike tactics requiring frontline units to adapt to the realities of twenty-first century air warfare. As previously reported by The Aviationist, the 480th employed a combination of weapons such as AIM-9M Sidewinders and, above all, the AGR-20F laser-guided rockets to engage these targets in a cost-effective way, saving millions of dollars in munitions while refining new air-to-air tactics for drone defense.
In fact, the U.S. Air Force F-16s deployed to the CENTCOM (Central Command) AOR (Area of Responsibility) have been employing the APKWS II in the air-to-air role against Houthi projectiles over the Red Sea since 2024. The service previously announced in 2019 that the APKWS II was tested in the air-to-air role.
U.S. Air Force Airman 1st Class Garrett Holloway 378th Expeditionary Maintenance Squadron crew chief, and Capt. “Donkey” Conger, 480th Expeditionary Fighter Squadron F-16 pilot, perform a function check on an F-16 Fighting Falcon before the start of a training mission during Exercise Spears of Victory, at King Abdulaziz Air Base, Saudi Arabia, Jan. 27, 2025. U.S. Air Forces Central is on the U.S. Air Force’s cutting edge – shaping how the U.S. and Coalition will fight in a modern, contested environment. (U.S. Air Force photo by Staff Sgt. Shaei Rodriguez)
The Silver Star, the third-highest U.S. military decoration for valor, is rarely awarded within the Air Force. Gen. Wilsbach highlighted this during the ceremony by noting the very small number of Silver Stars that have been presented in the service’s history.

General

Austria Finalizes M-346FA Acquisition

By General 8 Mins Read

Austria acquired 12 Leonardo M-346FA aircraft in a deal worth €1.5 billion, with deliveries starting in 2028.The Austrian Ministry of Defense has finalized the acquisition of the Leonardo M-346FA aircraft. The development follows the Government-to-Government agreement with Italy signed in May 2025 and a Letter of Intent in December 2024.
The Deal
The acquisition of the M-346FA will allow the Austrian Air Force to fill the gap left by the retirement of the Saab 105 retired in 2020 after 50 years of service. The aircraft will be stationed at Linz-Hörsching Air Base, the same base where the Saab 105s were previously assigned and served as elementary jet trainers with the Fliegerregiment 3, with the deliveries starting in 2028.
The MoD says the unit price of the aircraft is €80 million, while the entire package, including armament, simulator, training, and maintenance, costs around €1.5 billion. Defense Minister Klaudia Tanner explained the M-346 will be used both as an operational aircraft and as a training aircraft.
Tanner and the Minister for Economy Wolfgang Hattmannsdorfer said the purchase represents a step forward in both security policy and economics improving operational readiness while simultaneously generating industrial value in the country. In fact, parallel to the M-346 acquisition, an industrial agreement signed with Italy is expected to generate around €400 million in orders for Austria.
The M-346FA loaded with inert IRIS-T and Derby air-to-air missiles. (Image credit: Leonardo)
Two-Fleet Strategy
According to the MoD’s press release, the acquisition of the M-346 will allow to implement the long-standing goal of the two-fleet strategy. As part of this strategy, Austria will operate two complementary systems, the Eurofighter for airspace surveillance and the lighter M-346FA for training, lower-intensity missions, and relieving the high-performance fleet.
The MoD also noted that this will also allow to restart pilot training in Austria. In fact, as we previously reported here at The Aviationist, with the phase out of the Saab 105, the Austrian Air Force lost the jet training capability, which led to the service sending student pilots to Italy and Germany to train.
With the arrival of the new M-346s in 2028, the training of Austrian pilots can once again be conducted entirely domestically. “This increases availability, reduces costs in the long term, and strengthens operational sovereignty,” says the MoD.
Austrian Procurement
In September 2024, Austrian Defense Minister Klaudia Tanner mentioned that Austria was considering a joint purchase of M-346 jet trainers with Italy. The initial reports mentioned that Austria was looking for an aircraft which could be employed not only for training, but also for air surveillance and defense, complementing the Eurofighters.
An M-346 assigned to the International Flight Training School in Italy. (Image credit: Stefano D’Urso/The Aviationist)
With the agreement signed in May 2025, Austria said it would acquire the Leonardo M-346FA, the light fighter variant of the M-346 Advanced Jet Trainer (AJT). The choice of the FA variant allows to have a combat-capable aircraft which still retains the full dual role capability of the AJT version.
According to the document released by the Italian Ministry of Defense, the package requested by Austria includes:

12 M-346FAs, plus 12 more on option in two batches of six aircraft;
Full Mission Simulator (FMS), Unit Level Training Device (ULTD), Computer Based Training (CBT) and Simulation Based Training (SBT) for pilots;
Live Virtual Constructive (LVC) capability;
Eight Role Equipment kits for the FA configuration;
12 Helmet Mounted Devices (HMD);
12 Identification Friend or Foe (IFF) Interrogators;
Link 16 and IRIS-T Integration;
Eight Nexter NC621 20mm gun pods and 16 LAU-32 7-round rocket launchers;
Eight Elbit SPEAR AECM pods.

While the intention to integrate the IRIS-T (InfraRed Imaging System Tail-Thrust Vector Controlled) short-range air-to-air missile on the M-346 was already known, the possible integration of an Electronic Counter Measures pod was mentioned in the past without referencing a specific system. Elbit says the SPEAR AECM pod is a modular solution that can provide Self-Protection, Electronic Attack and Reconnaissance capabilities with the use of Digital Radio Frequency Memory (DRFM) and Solid State Phased Array (SSPA) transmitters.
An M-346 of the Italian Air Force captured mid-flight during a left turn, proudly displaying its Italian designation “T-346A” and the distinctive markings of the 61st Wing. (Image credit: Italian Air Force)
The M-346FA
The M-346 Master celebrated in 2024 the 20th anniversary since its first flight. The aircraft, considered by many as the most advanced jet trainer currently available, brought many new technologies to improve the training of future 4th and 5th gen fighter pilots, including the state-of-the-art Ground-Based Training System and the Live Virtual and Constructive (LVC) technologies.
In addition to its training variant, Leonardo has developed a combat-capable version of the aircraft called the M-346 FA (Fighter Attack), also known as Light Fighter Family of Aircraft (LFFA). The most visible differences from the standard AJT configuration are the two wingtip missile rails, that bring the total hardpoints to seven, new antennas and the Defensive Aid Sub System (DASS).
The M-346FA variant is designed to retain the full dual role capability of the AJT version, already in service with the Italian, Israeli, Polish and Singapore Air Forces, while incorporating also some new features like a tactical data link, Grifo-346 mechanical scan, multi-mode radar, new secure radios and IFF system (Identification Friend or Foe), and a stronger airframe.
The aircraft, which is being proposed for Homeland Defence/Air Policing, Slow Mover Intercept, Close Air Support (CAS), Counter INsurgency (COIN), Forward Air Controller – Airborne (FAC-A), Combat Search And Rescue (CSAR), Interdiction, Battlefield Air Interdiction (BAI), Tactical Air Support for Maritime Operations (TASMO) and Tactical Reconnaissance roles, can carry more than 2,000 kg of weapons.
Some of the armament options for the M-346FA. (Image credit: Leonardo)
M-346 Block 20
Leonardo also announced at the 2024 Farnborough International Air Show the launch of a comprehensive capability enhancement package for the M-346. This major upgrade comes as the M-346 fleet surpassed 100,000 flight hours as well as ten years of service.
Both M-346 AJT (Advanced Jet Trainer) training and M-346 LFFA (Light Fighter Family of Aircraft) fighter variants will benefit from these enhancements for a wide spectrum of applications, while implying significant margin for further developments in the future. Leonardo said that ‘M-346 T Block 20’ and ‘M-346 F Block 20’ are the designations for the new standard of both aircraft.
The Block 20 standard cockpit will be completely renewed, featuring two Large Area Displays (LAD), one per each seat, replacing the existing six Multi-Functional Displays (MFD), plus a low-profile Head-Up Display (HUD). These will be combined with a new digital video and data recorder and a new augmented reality Helmet Mounted Display (HMD).
The M-346 Block 20 will also benefit from new navigation, weapon management, flight management system, IFF (Identification of Friend or Foe) transponder. Specifically for the M-346 F variant, further critical capability enhancements include an AESA (Active Electronically Scanned Array) radar featuring fire control radar capability, integration of new weapons for both air-to-air and air-to-ground roles in addition to a built-in missile datalink.
The new cockpit of the M-346 Block 20. (Image credit: Leonardo)
It is being reported that Austria might be the first Block 20 customer. The Austrian acquisition is a joint procurement with Italy, which is acquiring 20 additional M-346s for the International Flight Training School and the Frecce Tricolori aerobatic team in the original configuration.
What future for the Eurofighters?
The acquisition of the M-346FA initially opened up to new questions regarding the controversial presence of the Eurofighter Typhoon in the Austrian Air Force. Austria selected the Typhoon over the Saab Gripen in 2022 to replace the Saab Draken which has been in service from 1988 to 2005.
The country initially decided to procure 18 Typhoons, but later reduced the order to 15 aircraft. The aircraft, however, are very basic, as during the renegotiation of the contract the country decided to acquire Tranche 1 jets (six of which were second-hand from the German Air Force) instead of the then more advanced Tranche 2 ones.
Among the reasons was the argument that the Typhoons would only be needed for peacetime air policing over neutral airspace. The aircraft have no air-to-ground capabilities and their only air-to-air weapons are the Mauser BK27 cannon and the IRIS-T infrared air-to-air missile, without beyond visual range weapons such as the AIM-120 AMRAAM.
An Austrian Eurofighter Typhoon. (Image credit: Stefano D’Urso/The Aviationist)
Austria later evaluated to get rid of the European fighter and replace it with a cheaper aircraft, even an armed trainer. For an instance, in 2020 reports mentioned negotiation to transfer the entire Austrian Typhoon fleet to Indonesia, although they never became reality.
While the Typhoon has been considered cheaper to acquire, with a total cost of about €2 billion, the MoD has argued that the high operating costs and lack of advanced capabilities, which were later introduced by other Typhoon operators, represent a critical problem.
Disposing of the aircraft was considered the most convenient option, and in 2017 the MoD even said it would have been €2 billion cheaper than upgrading the jet. Austria, however, still needs an aircraft for the air defense, as not being part of NATO preludes the country from requesting air policing support.
With the procurement of the M-346FA now finalized and the MoD mentioning that it reached its goal to implement a two-fleet strategy, it is clear that the Austrian Air Force has no intention to get rid of the Eurofighter.

General

Portland ANGB’s 142nd Wing Receives Eighth F-15EX Eagle II As Boeing Strike Ends

By General 5 Mins Read

The Air Force’s 15th F-15EX could be the first delivered to after the three-month strike at the St. Louis plant impacted production of the Eagle II and the F/A-18 Super Hornet Block III.Boeing announced on Nov. 26, 2025, the delivery of a new F-15EX Eagle II fighter to the 142nd Wing of the Portland ANGB (Air National Guard Base), Oregon. The aircraft, tail number 21-0015, is the 142nd Wing’s eight F-15EX, Boeing said.
“This delivery reflects close collaboration between production, test, logistics, and the Oregon Air National Guard – a true team achievement,” commented the company. This possibly marks the resumption of deliveries of the F-15EX, following the end of the workers’ strike at the Boeing factory at St. Louis, Missouri, that had considerably affected production and timelines.
Portland ANGB is the F-15EX’s first operational location, and received its first F-15EX on Jun. 6, 2024. That aircraft, serial 20-0008, was the first of 18 scheduled to arrive there.
The Air Force has so far received six F-15EXs part of Lot 2, according to an Oct. 9, 2025, Air and Space Forces Magazine report that quoted then incoming USAF chief Gen. Kenneth Wilsbach’s testimony to the Senate Armed Services Committee.

15 never looked this good!
F-15 EX15 has officially joined the @142ndWG Oregon Air National Guard as their eighth #F15EX. This delivery reflects close collaboration between production, test, logistics, and the Oregon @AirNatlGuard — a true team achievement. pic.twitter.com/XbvcBPd0Fk
— Boeing Defense (@BoeingDefense) November 25, 2025

Air Force F-15EX plans
The Air Force’s current plan spells out a need for 129 F-15EXs, of which 126 expected by the end of 2030. This plan is already “nine months behind schedule,” according to a recent unclassified report by the service to the Congress about which we reported here at The Aviationist.
Among the reasons for that delay were the labor strikes at Boeing’s plant at St. Louis, Missouri, which at the time of our report had been on for over 12 weeks and had impacted production of both the F-15EX and F/A-18 Super Hornet Block III.
The strike ended on Nov. 13, 2025, The Missouri Independent reported. “About 3,200 members of the International Association of Machinists and Aerospace Workers voted to approve Boeing’s latest offer by a 68% margin, after rejecting the company’s previous four offers,” TMI said.
The first F-15EX lands at Portland Air National Guard Base. (Image credit: Oregon ANG)
Boeing’s Vice President for Fighters Mark Sears told Breaking Defense the company expects the F-15 production line to be active well into the next decade, with the aircraft operating through the 2050s, while the company plans to “double output to 24 aircraft in the coming years.” This means its present capacity is 12 airframes annually.
F-15EX deliveries
According to the ASF report, which quoted Wilsbach speaking about the delay in the F-15EX deliveries due to the strike to lawmakers, the strike “will also affect deliveries to overseas locations in 2026.” Wilsbach was referring to Kadena Air Base, Japan, which was set to receive the F-15EXs in the next spring.
Kadena’s 18th Wing operated the F-15C/D Eagle for 45 years with the 44th and 67th Fighter Squadrons, and flew the final operational flight with that type on Jan. 24, 2025. The unit is set to receive F-15EX Eagle IIs as replacements, and on Jul. 12, 2025, saw two Eagle IIs from Eglin AFB’s 85th Test and Evaluation Squadron arrive at Kadena to aid in the preparations.

R5Ⅱの嘉手納デビューがこれでした。Jul.12,2025 Kadena Air Base DNA/RODNUSAF 53WG 85TES “Flying Skulls” F-15E/[SJ]Seymour Johnson AFB pic.twitter.com/GCiCLDePZz
— ASCOT (@ascot110) July 12, 2025

In a press release, the 18th Wing said the goal of this short-term visit was to conduct integration and familiarization training with local units, preparing Kadena’s personnel for the arrival and future sustainment of the F-15EX in Spring 2026.
Capabilities
Before the lawmakers, Wilsbach said how the F-15EX will have “the capability to carry weapons that very few other platforms do.” These include “very long-range weapons, perhaps hypersonic weapons, that don’t fit in the internal weapons bay of our fifth- and future sixth-generation aircraft.”
Wilsbach was possibly referring to the Air Force’s hypersonic weapons, as in the past the aircraft was evaluated as a possible launch platform for the AGM-183 ARRW (Air-Launched Rapid Response Weapon). The weapon is currently being tested on the B-52H Stratofortress.
Another weapon which might end up on the Eagle II could be the AIM-260 JATM (Joint Advanced Tactical Missile), which in the future is meant to supplement the most advanced variants of the AIM-120 AMRAAM (Advanced Medium-Range Air-to-Air Missile). The weapon began development in 2017 to match the nearly 300 km ranges of the Russian R-37 and the Chinese PL-15 missiles.

A U.S. Air Force F-15EX Eagle II flies over the Gulf of America. (tsgt jacob stephens) pic.twitter.com/Qy1ijDVs0n
— J.J. (@kadonkey) November 15, 2025

Wilsbach also praised the F-15, drawing from his tenure as a former operational Eagle pilot. According to ASF, he described the aircraft as “an incredible workhorse” and argued that it, along with its fellow fourth-generation fighter – the F-16, “brings a lot of capability.”
The F-15EX Eagle II, derived from the advanced F-15QA and which also has many commonalities with the F-15C, was developed in response to the evolving threats highlighted by the National Defense Strategy, amid a return to a possible conventional war with peer rivals China and Russia. The F-15EX incorporates exclusive U.S.-specific features, such as the AN/ALQ-250 Eagle Passive Active Warning Survivability System (EPAWSS) and the Open Mission Systems (OMS) architecture, enhancing its electronic warfare and surveillance capabilities.
The Eagle II will also be more suited for heavier missile truck roles while undertaking teaming tactics with advanced Gen. 5 jets like the F-22 and the F-35. Renditions of some CCAs, like the MQ-28 Ghost Bat, have also been shown flying alongside the Eagle II, whose dual seat and current generation of electronics will be more suited to control collaborative UCAVs.

General

U.S. Air Force’s T-38 Inducted at Navy’s FRCSE for Overhaul and Repair Program

By General 5 Mins Read

As part of the Talon Repair, Inspection and Maintenance program, T-38s will be inducted at Fleet Readiness Center Southeast to extend their operational life.The Naval Air Systems Command (NAVAIR) announced that the first T-38 Talon of the U.S. Air Force arrived at the Navy’s Fleet Readiness Center Southeast (FRCSE) on Nov. 24, 2025, for overhaul and repair. The collaboration comes as part of the ongoing Talon Repair, Inspection and Maintenance (TRIM) program.
TRIM
The TRIM program was launched by the Air Force to inspect and replace key structural components across the entire T-38 fleet. The goal is to extend the operational life of the aircraft by five to ten years, allowing it to serve until the new T-7 Red Hawk is declared operational.
Currently, the service performs the bulk of T-38 TRIM repairs at its aviation depot facility at Joint Base San Antonio-Randolph, Texas. In August 2024, Air Force representatives from the T-38 Program Office reached out to the Navy’s FRCSE to see if it could take a portion of the workload.
“When the Air Force asked us if we could support working on their T-38s, our team took a hard look at it and agreed we could assist,” said Capt. Mike Windom, FRCSE commanding officer. “Taking on this workload is another testament to our workforce’s commitment to doing whatever it takes to support our nation’s warfighters.”
The choice of the FRCSE as partner in this effort is not casual. In fact, its seasoned artisans already have a wide range of experience working on a very similar aircraft, the F-5 Tiger II, which is used by the Navy as an aggressor aircraft.
An Air Force T-38 Talon taxis to an aircraft shelter at the Fleet Readiness Center Southeast (FRCSE). (U.S. Navy photo by Toiete Jackson)
Obviously, the T-38 and the F-5 are not the same, but they possess enough similarities that some of the tools and support equipment can be used on both airframes. This gives the F-5 artisans a leg up in starting their work on T-38, says NAVAIR.
“We discovered that while the F-5 and T-38 share similarities, they can also differ significantly, which requires us to be cautious to avoid confusion,” said Steve Clayton, FRCSE’s F-5/T-38 ground check supervisor.
Working in collaboration with the Navy will allow the Air Force to speed up the TRIM effort. This is critical as the T-38 is becoming increasingly old, being first fielded in 1961 in the T-38A variant and later converted to the newer T-38C.
“The Air Force has approximately of 270 aircraft they need to perform the TRIM package on by 2030, with the goal being 50 inductions per year,” said Paul Skinner, an FRCSE business management specialist. “FRCSE is going to take on a portion of those aircraft inductions to help them reach that goal.”
While the first aircraft only arrived this month at the Navy’s depot, preparations were ongoing for a while. In fact, since August 2024, more than 160 process engineers, logisticians, components and manufacturing experts, production leaders and support personnel from FRCSE have been working together and with Air Force representatives to ensure the command had the necessary support equipment, technical data, software and qualifications to ensure the command was prepared to work on the new airframe.
An Air Force T-38 Talon arrives at Fleet Readiness Center Southeast for overhaul and repair, as part of the Talon Repair, Inspection, and Maintenance program (TRIM). (U.S. Navy photo by Toiete Jackson)
Additionally, FRCSE personnel made several visits to both Air Force and NASA T-38 repair sites to see maintenance and repair operations firsthand. In fact, NASA also uses the T-38 for the training of its pilots and astronauts.
“During the visit to El Paso to visit the NASA facility, their sheet metal mechanics were especially helpful,” said Troy James, an FRCSE sheet metal mechanic. “They took the time to walk me through several areas of the aircraft, explain component layouts and share practical knowledge of their day-to-day work.”
Then, in October 2025, Naval Air Systems Command, Maryland, designated FRCSE as a secondary Depot Source of Repair for the T-38, which authorized the command to perform the requested repair work.
“There’s been a lot of work put into getting to this point,” said Skinner. “We submitted over 180 pieces of support equipment to our manufacturing and plant services departments for them to make from scratch to ensure our artisans have the right equipment. This included things such as wiring harnesses, fixtures, and installation and removal tools.”
T-38 Talon
The Northrop T-38 Talon is a two-seat, twin-engine, supersonic advanced jet training aircraft used by the U.S. Air Force and several other forces. The aircraft first flew in 1959 and was the first-ever supersonic trainer aircraft.
Northrop T-38C Talon, serial #66-4327, of the 50th Flying Training Squadron, 14th Flying Training Wing, Columbus AFB, Mississippi, wearing ‘CB’ tailcode. This jet is being piloted by Capt. Dalton ‘Rico’ Collins, a T-35C Instructor Pilot. Photographed on May 29, 2025. (© Greg L. Davis)
The Talon is used in the advanced phases of pilot training. In fact, following the T-6 phase, student pilots enter specialized track-specific training, depending on the type aircraft they’ve been selected to fly, with the T-38 being used for those bound for fighter and bomber aircraft.
Although questions about the safety of the aging T-38 Talon fleet have surfaced in the wake of accidents, the aircraft has continued to serve as an advanced jet trainer. The T-38 is nearing retirement from active USAF trainer service and will be replaced by the new T-7A Redhawk advanced jet trainer built by Boeing.

General

EDEX 2025

By General 1 Min Read

Rafale International takes part in the EDEX 2025 (Egypt Defense Expo 2025) exhibition, from December 1 to 4, 2025, at…

General

Ukraine and Rafale

By General 1 Min Read

(Saint-Cloud, France, November 17, 2025) – Dassault Aviation would like to thank the Ukrainian and French authorities for the declaration…