Air Space & Cyber 2025

A long-range kamikaze drone that U.S. firm Kratos is working on together with Taiwan’s National Chung-Shan Institute of Science and Technology (NCSIST) is set to make its maiden flight early next year. The jet-powered Chien Feng IV (Mighty Hornet IV) will feature artificial intelligence (AI) enabled systems and is being developed with a particular eye toward use as an anti-ship weapon. It could also be employed against targets on land and act as a decoy.

Steve Fendley, president of Kratos’ Unmanned Systems Division, offered new details about the Chien Feng IV while speaking with TWZ‘s Howard Altman on the sidelines of the Air & Space Forces Association’s 2025 Air, Space, and Cyber Conference yesterday. A model of the design, which is derived from Kratos’ MQM-178 Firejet target drone, was shown to the public for the first time last week at the biennial Taipei Aerospace & Defense Technology Exhibition. NCSIST is a government-run organization in Taiwan charged with conducting advanced military research and development and test and evaluation work.

Chien Feng IV will fly “soon, early next year,” Fendley said. “The basic aircraft exists. So what we’re doing is we’re integrating mission capability.”

“Our Fire Jet performance characteristics are public, and it’s [Chien Feng IV] a little bit better, pretty much in every category, a little bit more speed, a little bit more altitude, a little bit more endurance,” Fendley added.

“The modified MQM-178’s high-speed capabilities, including a speed of Mach 0.8, high G maneuvering, and a service ceiling of greater than 35,000 feet, make it an ideal base platform for this transformation,” a press release Kratos put out last week had noted.

At the time of writing, the company’s website also says the MQM-178 can fly at altitudes anywhere between 20 and 35,000 feet, can pull turns down to -2 and up to +9 Gs, and carry around 70 and a half pounds of payload internally, as well as 35 pounds more under each wing and an additional 20 pounds in pods on each wingtip. Range and endurance figures for Firejet are not provided, but are offered for an existing derivative called Airwolf, which is configured for tactical mission sets, including acting as a ‘loyal wingman’ for crewed aircraft. Airwolf, also known as Tactical Firejet, has a stated maximum range of 400 nautical miles and a maximum endurance of 1.3 hours. Both Firejet and Airwolf are designed to be launched via pneumatic catapult, and the latter design at least can be recovered at the end of a mission via parachute.

The Chien Feng IV is “our aircraft and NCSIST, so the Taiwanese government, [their] mission systems and warhead,” Fendley said, and deferred to the Taiwanese side for more details about the latter components of the drone’s design.

A brief video on the Chien Feng IV that NCSIST released around the Taipei Aerospace & Defense Technology Exhibition, seen below, highlights an electro-optical/infrared camera system (EO/IR) in the nose, as well as an AI-driven computer and datalink, as being among the design’s features. In terms of terminal guidance, an EO/IR system would make sense as it is immune to electronic warfare and is passive in nature, meaning it doesn’t pump out signals that can alert the target to the incoming threat.

The Chien Feng IV model shown at the exhibition in Taipei was fitted with small underwing pods, which might be able to hold defensive countermeasures or other equipment, or even just more fuel. It also had an opaque nose cone, which could point to additional sensor options, such as a radar seeker.

The NCSIST video also mentions at least a degree of swarming capability, though it is unclear if Chien Feng IVs will be able to operate in a fully networked collaborative manner.

In terms of missions, Chien Feng IVs are expected to be tasked with “ship-hunting, ship-attacking, ground force-hunting, [and] ground-force attacking,” according to Kratos’ Fendley.

As noted, NCSIST has put particular emphasis on the anti-ship mission, which makes sense for Taiwan. Authorities on the island face the real prospect of the Chinese government on the mainland attempting to impose a blockade or even launch a full-scale military intervention across the Taiwan Strait. The People’s Liberation Army Navy (PLAN) and its steadily growing fleets of more capable surface warships would play a critical role in either scenario.

At the same time, the Taiwan Strait is just under 100 nautical miles across at its widest, and Chien Feng IVs with ranges of around 400 nautical miles would also be able to hold Chinese targets at risk on the mainland. At the Taipei Aerospace & Defense Technology Exhibition, NCSIST representatives said the drones could just be employed as decoys, according to a report last week from Jane’s.

If the Chien Feng IV’s AI-enabled systems give it the ability to find and engage targets in a highly autonomous manner, the drone’s capabilities could be magnified greatly in a maritime or land attack scenario, especially against moving targets. This, in turn, could present major complications for an adversary like China. TWZ previously explored in great detail how the steady infusion of AI and machine learning technology, especially when it comes to dynamic targeting and swarming, is pushing development of uncrewed aerial systems toward a revolutionary moment, broadly.

As noted in TWZ‘s past reporting on the Chien Feng IV, massed attacks involving these drones would also compel the PLA to expend commensurate amounts of anti-air interceptors, putting additional strain on Chinese air defenses. More capable interceptors would also be required to engage the higher-flying jet-powered attackers.

Taiwan is also now pushing to significantly expand its inventory of various lower-tier kamikaze drones, including in cooperation with U.S. defense contractor Anduril. This is in line with a larger strategy that American officials have discussed for helping to defend the island from any future Chinese intervention, which has been called “Hellscape” in the past. What is envisaged is the Taiwanese military heavily saturating the air and waters around the island with relatively low-cost uncrewed platforms.

NCSIST also reportedly has an eye toward exporting Chien Feng IV. There is certainly growing global interest in long-range kamikaze drones, driven heavily by observations of their use on both sides of the ongoing war in Ukraine. Attacks by Iran and its regional proxies on Israel and ships in the Red Sea, as well as targets in and around the Middle East, have also underscored the value of this kind of capability. Back in 2019, TWZ called out a then-unprecedented drone and missile attack that Iranian-backed Houthi militants in Yemen launched against Saudi Arabia as a sign of things to come.

“I would say that our recent program with Taiwan, I’m going to call as a spin off of, sort of a combination of Apollo and Athena,” Kratos’ Fendley also told TWZ yesterday.

Fendley did not further elaborate. Details about the Apollo and Athena programs remain limited, but the company has previously told TWZ that they are aimed at the European market. The possibility is now raised that one or both of those designs could be long-range kamikaze drones, or at least be capable of being employed in that role.

Kratos is otherwise pursuing new opportunities globally. This includes a partnership with Airbus on a version of the stealthy XQ-58 Valkyrie drone for the German Luftwaffe. Kratos has now sold two XQ-58s to Airbus, which are expected to start flying in Germany next year following the integration of new mission systems, according to Fendley. The Valkyrie has already been flying for years in a largely experimental role with the U.S. Air Force and the U.S. Marine Corps. The Marines are now in the process of transitioning their XQ-58 efforts to an operational capability.

“Many, many domestic and international customers, who I’m going to say have been at the interest level, have transitioned to the we’re ready to do something level,” Fendley added, speaking more generally. “So, think some Asian countries, think some European countries, and the timeline is in, I would say the next 24 months, you’re going to see those happen pretty quickly.”

When it comes to the Chien Feng IV, specifically, more details may continue to emerge as Kratos and NCSIST get closer to the planned first flight next year.

Contact the author: [email protected]

General Atomics provided an update on some of the firm’s biggest aerospace initiatives and accomplishments at this year’s Air, Space and Cyber Conference outside of Washington, D.C. We talked to Patrick “Mike” Shortsleeve, Vice President of DoD Strategic Development for General Atomics Aeronautical Systems, Inc (GA-ASI), on the show floor to get the latest from the company.

Shortsleeve discussed the company’s YFQ-42A Collaborative Combat Aircraft, LongShot air-launched missile carrier, and achieving a whopping 9,000,000 flight hours across GA-ASI produced-aircraft.

Check out the latest from General Atomics in the video below:

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More details have emerged about the Northrop Grumman’s Beacon program, an effort to bring autonomous flight software more rapidly into the air. It will use Scaled Composite’s Model 437 Vanguard in modified form as a testbed. This aircraft recently flew for the first time in its new Beacon configuration. You can read more about the Model 437 in these previous TWZ stories.

At the Air, Space & Cyber Conference in National Harbor, Maryland, Tom Jones, the president of Northrop Grumman’s Aeronautics Systems division, announced that the Model 437 Vanguard testbed aircraft had made its first flight after being adapted for the Beacon program earlier this week.

In the past, Scaled Composites provided the following general details about the original Model 437 configuration, which was something of a crewed surrogate for the company’s Model 437 unmanned collaborative combat aircraft concept:

“The Model 437 began as a conceptual design, based on the Model 401, exploring a multi-mission low-cost attritable aircraft. The Model 437 Vanguard is a crewed variant of the original concept powered by a single Pratt & Whitney 535 engine with approximately 3,400 pounds of thrust. The aircraft has a wingspan of 41 feet and is 41 feet long with a gross takeoff weight of 10,000 pounds. After completion of envelope expansion, the Model 437 Vanguard will have a range of approximately 3,000 nautical miles and an endurance of six hours. The aircraft can carry up to 2,000 pounds of payload in multiple locations, including an internal weapons bay sized to accommodate two AIM-120s.”

The Model 437’s Beacon modifications makes it more capable of optionally autonomous and optionally crewed flight using new software payloads. When it comes to optionally crewed aircraft, Scaled Composites has a wealth of experience in this field, including its Firebird surveillance aircraft. 

Prior to this latest milestone, the company had spent nine months reworking the jet’s avionics and power systems so that they could interface with new autonomous controllers.

The Beacon program, which was originally unveiled in June has Northrop Grumman partnered with six defense tech companies: Applied Intuition, Autonodyne, Merlin Labs, Red 6, Shield AI, and SoarTech.

The thinking behind Beacon is to develop an open-access testbed ecosystem, combining flight hardware (and some software) from Northrop Grumman together with software provided by the six partners. The result will provide “an integrated environment that mimics relevant mission scenarios,” helping yield autonomous flight-software solutions.

By “using Northrop Grumman’s flight hardware, proven autonomous flight software and integration expertise, third-party partners can test and refine their solutions through an open-access approach aligned to government requirements,” Northrop Grumman added in a press release when the program was announced earlier this summer.

Essentially, the baseline autonomous flight software from Northrop Grumman will ensure the aircraft can fly safely. This software is, in turn, open and modular, making it straightforward for the partner — and potentially others — to load and test their own autonomous mission software on top of it. This additional software will include technology that focuses on the tactical aspects of U.S. Air Force missions.

The six startups and smaller tech companies will be able to use the adapted Model 437 Vanguard to test their own autonomous technologies, something that would otherwise be beyond their reach or prohibitively expensive. Using Vanguard, testing could be carried out rapidly and affordably, according to Jones. He said the aircraft is cheap to fly and easy to maintain.

According to Tom Pieronek, chief technology officer at Northrop Grumman, the plan is for the Model 437 Vanguard to fly as frequently as possible, perhaps even completing multiple sorties each day. In fact, more than one autonomous mission software package can be installed in the aircraft at any one time, with the pilot using a cockpit tablet to switch between them in flight.

“Beacon is about collaboration across industry between companies of all sizes and expertise,” Jones said back in July. “By providing open access to the Beacon ecosystem, we’re enhancing the innovation, new competition, and ultimately the autonomous capabilities that industry can deliver to our customers — with unmatched speed and at scale.”

When new autonomous technology arrives, the plan is to be able to install it and test it in the aircraft rapidly.

“By being able to use open mission systems and standards and work things like Beacon, we can literally software define something today and test it tomorrow,” said Kevin Fesler, chief customer officer at Red 6. 

“The operative goal is not, ‘Can you get something done beautifully in 10 years? … ” added Jack Zaientz, vice president of C4I and autonomy at SoarTech. “It’s ‘go figure it out, talk amongst yourselves.’” 

At this stage, Beacon is being run using Northrop Grumman’s internal research and development funds.

Before the end of the year, the Model 437 Vanguard should be flown with Northrop Grumman’s own Prism autonomous flight software installed. Initially, a safety pilot will be in the cockpit, able to override the software if needed.

“This is optionally autonomous. The idea being, there are very rigorous rules around airworthiness and safety certification that potentially could stand in the road of rapid innovation in the field of bringing autonomy and AI to fruition for our warfighters,” Jones continued. “By being able to integrate test pilots with the solution and have the ability to always have that safeguard there, we’re able to very rapidly integrate.” 

Ultimately, the plan is for the Beacon program to prove autonomous flight software before feeding it into future aircraft programs, reducing risk in the development process.

One of the main programs that Beacon is expected to inform is the Air Force’s CCA effort, which seeks to field successive iterations of uncrewed combat tactical jets that feature a high degree of autonomy.

Also speaking at the Air, Space & Cyber Conference this week was Chris Gentile, general manager for Merlin Labs, one of the defense tech partners in Beacon. He specifically pointed to the need for an autonomous flight software testbed to help the CCA program.

In particular, as you can read all about here, there are questions about how the Air Force can best bridge autonomous and crewed formations while building trust in the autonomy. Overcoming this challenge is fundamental to achieving the aspiration of future crewed-uncrewed teaming.

“If you look at what venues I have as a performer in this space, as a nation, to test these things, it just doesn’t exist. There has been [only one] representative CCA flight ever in the United States, just two weeks ago, and that was primarily remotely operated — not autonomous in any way.”

CCA is not the only Air Force effort looking at bringing autonomy to its aircraft. The service has also been looking at the potential for autonomy in uncrewed cargo aircraft and aerial refueling platforms, to name just two. Jones has also said that he expects interest in Beacon from foreign customers, as well as the U.S. military. 

The U.S. Air Force is meanwhile also flying its own testbed for autonomous flight software, the X-62A Variable-stability In-flight Simulator Test Aircraft (VISTA), which you can read more about here. Aside from VISTA, other platforms are also now involved in developing autonomous technologies, including but not limited to the MQ-20 Avenger drone, adapted L-29 Delfin trainers, subscale drones, and actual CCAs.

More broadly, there is now a race underway to rapidly prove and improve autonomy models, something that we have discussed in the past in relation to Shield AI and General Atomics.

However, according to Dan Javorsek, president at AI firm EpiSci, the VISTA testbed is not up to the job of fully proving the kinds of technologies required to give CCAs, for example, the required level of autonomy.

Speaking at the same event, Javorsek described VISTA, as well as Project VENOM, in which the Air Force is outfitting six F-16s with autonomy agents, as “completely insufficient.”

“It turns out that to develop precisely the algorithms that you’re going to take into combat with you, you need a place and a playground to go and do this,” Javorsek said.

Under the Beacon program, the Model 437 Vanguard aircraft should be that “playground” testbed, with the key advantage of being optionally manned in a purpose-built platform, one that also represents a real CCA-like design. Now, with a first flight in its new configuration under its belt, it’s on the path to meeting its goals.

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The U.S. Air Force is working to combine an aerial target designed to simulate ballistic threats and a liquid-fuel rocket motor into a new, lower-cost hypersonic missile dubbed Angry Tortoise. The first test launch of the experimental design is expected to come by the end of the year. The project reflects growing interest across the U.S. military in pursuing new avenues to field hypersonic weapons, and to do so affordably, after years of persistent struggles in this realm.

Angry Tortoise broke cover at the Air & Space Forces Association’s 2025 Air, Space, and Cyber Conference earlier this week, at which TWZ was in attendance. Aerospace firm Usra Major has confirmed to us that a contract it received from the Air Force Research Laboratory (AFRL) in May, valued at close to $28.6 million, is for this particular effort. Neither the project’s name nor its explicit focus was disclosed at the time, though the expected end result was described as a “tactical flight demonstrator.”

The Angry Tortoise project “works by leveraging partnerships with commercial companies to integrate their existing technologies into Department of War (DoW) weapon systems, enabling rapid delivery of new capabilities,” according to an information card AFRL had available at the conference this week. “The integrated advancements made through the Angry Tortoise project will provide the warfighter with the ability to deliver quick, precise strikes on both stationary and moving targets, giving military commanders more options to counter threats. The project’s focus on public-private partnerships is crucial to accelerating the delivery of these new capabilities by combining commercial innovation with AFRL’s technical expertise and resources.”

The key element of the current Angry Tortoise design is the 4,000-pound-thrust-class Draper rocket motor, a closed-cycle hydrogen peroxide-kerosene design. Despite being liquid-fueled, Draper can be stored for extended periods of time at room temperature. Most commonly used liquid rocket fuels are volatile and corrosive, which limits how long rocket motors that use them can be left ready-to-fire. This also typically makes them more hazardous to handle after being fueled. This has long made more stable solid-fuel rocket motors attractive for military applications, especially when it comes to tactical weapons, despite the performance advantages liquid-fueled types offer.

Usra Major describes Draper as a “tactical” derivative of an earlier design called Hadley, which uses a more traditional fuel mixture with liquid oxygen as its oxidizer. Hadley is notably the rocket motor that powers Stratolauch’s Talon-A hypersonic test vehicle. Usra Major developed both Hadley and Draper in cooperation with AFRL. The origins of Angry Tortoise lie in these developments.

“It started off as, they had an application [for the rocket motor work] for space access applications,” John Remen, the strategic engagement lead for AFRL’s Aerospace Systems Directorate, told TWZ correspondent Hope Hodge Seck in an interview on the floor of this week’s conference. “We were challenged to look at, hey, we want to change this paradigm in hypersonics and affordable mass, to be able to put more mass on target at low cost, effectively, and so forth. What ideas do you guys have that can do this?”

“And we were, like, hey, you know, this is right in the right thrust class,” he continued. “This is the right size, it’s additively manufactured, low-cost. And so, hey, let’s brainstorm. What could we do in terms of a quick demonstration to show some kind of a tactical missile application?”

Angry Tortoise combines Draper with the front half of an existing rocket called the Economical Target-2 (ET-2), produced by Teledyne Brown, according to an earlier story from Avaition Week. Standard ET-2s, which the U.S. military currently uses to simulate ballistic missiles as part of test and evaluation activities, use solid-fuel rocket motors.

“So, what we’re doing is basically taking the back half of it [off], and had to use a new outer shell and everything, because we now have liquid propellant tanks on the inside, the thrust take-out for the engine, and so forth,” AFRL’s Remen explained.

AFRL and Ursa Major are now aiming to launch Angry Tortoise for the first time at the U.S. Army’s White Sands Missile Range (WSMR) in New Mexico in December. The Draper rocket motor has already been hot-fired more than 300 times in ground-based testing.

The expectation is that the missile will be able to reach speeds of up to around Mach 4 or Mach 5, with Mach 5 typically considered to be the boundary between high-supersonic and hypersonic speed. Angry Tortoise is only expected to reach around Mach 2 during its first test flight due in part to the physical limitations of WSMR. Though WSMR is a sprawling range complex, hypersonic systems can fly so far so fast that they often ‘out-range’ even larger facilities on land.

“In 2026, we’re going to fly that system long-range in the Pacific,” Dan Jablonsky, Ursa Major’s CEO, said at the opening to a separate panel at the Air, Space, and Cyber Conference.

In terms of the Angry Tortoise project’s immediate goals, it is important to stress that it is presently a science and technology demonstration effort. At the same time, there is a clear eye toward seeing if this is a viable pathway to an operational weapon, and one that could be readily produced at scale at a reasonable price point.

AFRL is hoping to prove out “the performance, the capability, range capabilities, and so forth, just the fact that we can do a low-cost, quick manufacturer [design]. Like I said, it’s additively manufactured, so that speeds up the processes and so forth. You can actually just add a bunch of more machines on the line to put out more systems,” AFRL’s Remen said. For the “space application, might need 20 a year or 30 a year. But the DoD says, hey, no, I need 300 a year. Okay. How can I get that spun up?”

“It’s all TBD of okay, yeah, it was successful, what are we going to do with it from a military standpoint?” he continued. “Our job is to define and help them, help [Air Force] leadership, understand, here’s the art of the possible.”

Remen said that multiple unspecified commands had expressed interest in Angry Tortoise and the capabilities that could be gained from the project. He also noted that the design could well further evolve and that future iterations might be significantly different, including using solid-fuel rocket motors. As an AFRL project, one would imagine the service is eyeing this as a starting place for an air-launched weapon, but it might be adaptable to ground and/or sea-launched modes, as well.

In terms then of unit price, “it’s really going to go to what are you trying to do, and … what do you consider as a reasonable cost?” he added. “You know, we have a warfighting mission, so I’ve got to win the war. Sometimes it doesn’t necessarily matter how much it costs, because I’ve got to win the war, because losing the war is far more costly than it is to win the war.”

“At approx. 60% additively manufactured, Draper costs significantly less than other hypersonic propulsion alternatives,” Ursa Major also told TWZ in response to queries for more information.

At the same time, Angry Tortoise reflects a frustration with the current state of U.S. hyperosonic weapons development and their costs. “The project’s moniker jokingly references the Air Force’s struggle to keep up with international competitors in the affordable hypersonic missile field,” Aviation Week reported, citing Nils Sedano, a technical advisor in the Space Access Branch of AFRL’s Rocket Propulsion Division.

“I mean, you got your hypersonic missiles, like your HAWCs and so forth, 10s of millions of dollars and such [each],” AFRL’s Remen said. “We’re trying to be a lot lower cost in that, but it also may not be as capable.”

HAWC is the Hypersonic Air-breathing Weapon Concept, a project the Defense Advanced Research Projects Agency conducted in cooperation with AFRL, which has fed into the Air Force’s current Hypersonic Attack Cruise Missile (HACM) program. HACM, an air-breathing hypersonic cruise missile, is expected to fly in the upcoming fiscal year after suffering delays.

In its latest budget proposal for the 2026 Fiscal Year, the Air Force confirmed plans to reboot work on the AGM-183A Air-Launched Rapid Response Weapon (ARRW), which the service had previously moved to shelve following years of checkered test results. The stated plan had been to refocus resources on HACM. ARRW is in a different category of hypersonic weapon from HACM, and is designed to launch an unpowered hypersonic boost-glide vehicle, as you can learn more about here.

U.S. Army and U.S. Navy hypersonic weapons plans have suffered their own significant setbacks in recent years.

The Navy revealed earlier this year that it had halted work entirely on its Hypersonic Air-Launched Offensive Anti-Surface Warfare (HALO) program, another air-breathing hypersonic cruise missile effort, in late 2024. The service blamed “budgetary constraints” and said it would “revalidate the requirements, with an emphasis on affordability.”

The Army also now has its own program, called Blackbeard, geared explicitly toward accelerating the development, and hopefully fielding, of a lower-cost hypersonic missile.

All of this comes as China, in particular, is at least investing heavily in expanding its arsenal of multiple categories of hypersonic weapons. A number of new designs broke cover ahead of a huge military parade in Beijing on September 3, as you can read more about in TWZ past reporting here.

Russia’s Zircon sea-launched hypersonic air-breathing cruise missile has also now been demonstrated in combat in Ukraine. Russian forces have also used Kinzhal air-launched ballistic missiles, which reach hypersonic speeds in the terminal phase of flight, in strikes on Ukrainian targets.

“As Secretary [of the Air Force Troy] Meink emphasized on Monday, we have to innovate faster,” Ursa Major’s CEO Jablonsky said at the panel this week. “The only way we’re going to be able to maintain our advantage is to innovate, and we have to innovate faster than our adversaries. As we think about the current threat environment, our own arsenal, our own strategic capabilities, we must face the reality that our adversaries are moving faster than we are.”

Ursa Major and AFRL are now presenting Angry Tortoise as one way to try to help change that paradigm.

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A business jet converted into a tanker is among the options the U.S. Air Force has been considering as part of plans for a future aerial refueling ‘system of systems.’ The service is also still looking at stealthy designs and other options to meet its tanker needs going forward as the anti-air threat picture continues to expand and evolve.

“We are working on the Next Generation Air Refueling System, NGAS, as it’s effectively known. Put the finishing touches on that last year. And that was a really wide look at how we would do air refueling in the future,” Air Force Gen. John Lamontagne, head of Air Mobility Command (AMC), told TWZ and other outlets earlier this week. “When I say a wide look, looking at conventional tankers [as] we know it today, you know something like a [KC-]135 or KC-46 as is; something with a bunch of mission systems added to it, with a defense systems [sic], connectivity, intelligence and more; a business jet; a blended wing body; or a signature-managed [stealthy] tanker.”

“So, a pretty wide look at the effectiveness of those,” he added. “We still are looking at a pretty wide look.”

Lamontagne was speaking at a roundtable on the sidelines of the Air & Space Forces Association’s 2025 Air, Space, and Cyber Conference, at which TWZ was in attendance.

To provide some quick context, the Air Force currently has some 370 KC-135s and 96 KC-46s in its inventory. The service finished retiring its fleet of KC-10s last year. Under its existing contract with Boeing, the service expects to eventually receive 188 KC-46s, and it now has plans to acquire 75 more. What will eventually replace the last of the aging KC-135s, as well as fill the gap left by the departure of the KC-10s, remains to be seen. This is where NGAS, which continues to be described as a future family of capabilities, comes in.

Both the KC-135 and the KC-46 evolved parallel to or are based on full-size jet-powered transcontinental airliner designs, as was the now-retired KC-10. The KC-135 and KC-46 are also configured to refuel receivers primarily using the boom method, though they can also dispense gas via probe-and-drogue. The boom method is the Air Force’s preferred option when it comes to topping up the tanks on fixed-wing aircraft in mid-air.

A tanker converted from a business jet could offer a comparable cruising speed and service ceiling, but with lower operating and maintenance demands. It would also be able to take off and land from shorter runways and have more limited logistical needs, offering increased flexibility. The Air Force does currently envision future high-end operations centering on dispersed and distributed concepts of operations (CONOPS), collectively referred to as Agile Combat Employment (ACE), primarily to complicate enemy targeting cycles and reduce vulnerability. The U.S. Marine Corps has also been completely restructuring its forces around similar CONOPS in recent years.

At the same time, those comparative benefits come at the cost of maximum range and on-station time, and especially to the core of its entire reason for being — the total fuel available to offload to receivers. This could be offset to a degree by being able to fly from airstrips closer to operating areas. If the business jet-based tanker is itself able to refuel in mid-air, it could be utilized as one part of a multi-tier hub-and-spoke concept. Regardless, these aircraft will never be able to compete with offload capacity of the KC-135 or KC-46.

It’s also worth noting here that not every mission necessarily requires a full airliner-sized tanker. Business jet-based types could be used primarily to support more routine activities, especially in peacetime, like training and testing, and moving small numbers of fighters from point a to point b, freeing up larger tankers for more demanding operations. Simply not having to fly bigger tankers as often would also help reduce the wear and tear on those fleets.

Lower acquisition costs could also help the Air Force buy more business jet-based tankers. Depending on how they are configured, they could also be used as light transports when not needed for aerial refueling missions.

The idea of turning business jets into tankers is not new. At the Singapore Airshow in 2010, Israel Aerospace Industries (IAI) presented a concept for a boom-equipped tanker based on the Gulfstream G550, with a particular eye toward supporting training needs. An IAI brochure available at the show also reportedly depicted a hub-and-spoke refueling concept of operations, with the modified G550 acting as ‘spoke’ between a larger traditional tanker and tactical jets operating closer to the front lines.

The G550 is now out of production, but Gulfstream continues to produce other models that might serve as a starting point for new tankers. There are other options on the market, too. The Air Force and other branches of the U.S. military already operate multiple Gulfstream types, as well as members of the Bombardier Challenger family. This includes highly modified types in service to perform specialized missions, like the EA-37B Compass Call electronic warfare jet and the E-11A Battlefield Airborne Communications Node (BACN). Smaller airliners, including current-generation variants of the Boeing 737, could offer additional options for conversion into aerial refueling platforms.

There may be other, more novel avenues, as well. As part of a design challenge in 2023, the Air Force itself produced a graphic showing a business jet as one option for carrying a potential platform-agnostic boom-equipped refueling system, which could also be small enough to be fit on a tactical jet like the F-15. The service has been exploring concepts in this general vein for years now, which could also feed into a future NGAS family of systems.

As Lamontagne noted at the Air, Space, and Cyber Conference earlier this week, the Air Force is still taking “a pretty wide look” at potential NGAS options. The need for any future tanker to be able to survive in more contested environments remains top of mind for the service. The possibility of acquiring a fleet of stealthy tankers, something TWZ has long highlighted the growing need for, remains very much on the table. Tankers, as well as other critical supporting assets, would be top targets in any future major conflict, such as a potential high-end fight against China in the Pacific. On top of this, the Air Force has been publicly warning that the threat ecosystem is only set to continue expanding in the coming years, and that it predicts there to be anti-air missiles with ranges of up to 1,000 miles by 2050.

“Really, at the end of the day, we are trying to upscale and change the equation on our survivability,” Lamontagne said at the roundtable. “We’ve got to be able to go into much higher threat environments. … and so how do we do that with both the force that we have and, potentially, a new platform?”

The cost of a future stealthy tanker remains a significant factor in work on NGAS.

“The Secretary of the Air Force approved another request out to industry that was sent out just a few weeks ago with a return from industry in just a couple of weeks, and that is really to help us better understand some cost estimates,” the AMC commander added. “When we did the first analysis of alternatives on NGAS last winter, I would say those cost estimates were really rough on what a signature-managed platform might look like.”

“Is it an F-35 level of exquisite stealth with a KC-135-size platform, or something in between? Tough to cost,” he continued. “So we got some really rough costs associated with that first analysis of alternatives. This is really, at its simplest, an attempt to refine those costs, go back out to industry, and figure out what’s in the realm of the possible at the right level of signature management, if we go down that road.”

Regardless, “we still know that … our current tanker force is not going to serve us well in a high threat environment,” Lamontagne stressed. “So, we’re either going to need a really long stick, right, weapons that can go a long way and keep the tanker out of the WEZ [weapons engagement zone], or we’re going to be able to need to go in there and not just survive, but thrive.”

The timeline for fielding any NGAS capabilities, especially new tankers, whether they are converted business jets, stealthy designs, or something else, is also unclear. The Air Force’s stated goal in the past has been to begin fielding next-generation aerial refueling platforms no later than 2040, and hopefully well before then.

It’s also important to point out here that U.S. military officials have been warning for years now already about strains on the Air Force’s existing tanker fleets and raising concerns about its capacity to meet even existing demands. This has been compounded in part by persistent technical issues and quality control problems with the KC-46. The Air Force, as well as the U.S. Navy, has been making increasing use of private contractors in recent years to bolster their ability to meet non-combat-related aerial refueling needs.

At least as of this week, “just about every option is on the table” to help meet the Air Force’s still evolving requirements for NGAS, according to Lamontagne.

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While a joint partnership between Brazilian aerospace company Embraer and L3Harris Technologies to outfit Embraer’s KC-390 Millennium tanker-transport with U.S. systems and a custom refueling boom was formally declared dead late last year, the company is advancing a fresh effort to sell the Millennium to the Air Force.

You can read all about the compelling case for a boom-equipped KC-390 that fits within the Air Force’s emerging battle concept in this past feature.

At the Air Force Association’s Air, Space & Cyber conference this week, Embraer displayed a model of the twin jet medium-lift aircraft in full Air Force livery and touted its American-made parts. With more than half the components built in the U.S., including a flight data recorder from L3Harris, and much of the guts, like its V2500-E5 engine’s avionics made by RTX-owned companies, the aircraft is Buy American Act compliant and capable of serving as as a tactical transport or a tanker in the austere environments where the Air Force expects to concentrate significant aspects of its future combat operations. The KC-390 has loosely similar lifting capabilities as the C-130J Super Hercules.

Embraer is also evaluating site locations in the U.S. for a KC-390 manufacturing facility, the company said. It now operates out of nine U.S. locations, including Jacksonville, Florida, where it conducts final assembly for the A-29 Super Tucano.

The KC-390 marks a decade since its first flight this year and now serves 11 international customers, many of them within NATO, Frederico Lemos, chief commercial officer for Defense and Security, told The War Zone. While Embraer has made public overtures to sell a variant of the aircraft to the U.S. Air Force for several years, it’s now touting an additional selling point: a U.S. demonstration tour completed earlier this year, in which the Millennium participated in a spectrum of defense, disaster response, and space-focused events.

“The aircraft showcased its unmatched versatility and readiness to support the U.S. Department of Defense in addressing critical air refueling challenges,” Embraer said in a release distributed at the tradeshow. “Its performance and cargo capacity also make it ideal for rescue missions, space logistics, and special operations.”

Lemos cited one successful test last July in which U.S. and Portuguese airmen at Ramstein Air Base, Germany, conducted a cold-load training – meaning a loading exercise with the engines off – on a KC-390 using a U.S. Army M142 HIMARS launcher. Embraer saw this as not only a validation of the load capacity of the aircraft but also a mission proof-of-concept.

“They’re able to prepare the airfields, deploy the HIMARS, come back to the airplane and move away as fast as possible,” Lemos said. 

Lemos said the KC-390 is capable of taking off on a strip as short as 1,000 meters (3,280 feet). The company also claims the aircraft can be reconfigured for all nine missions it offers – from aerial resupply and aerial assault to special operations, search-and-rescue, and medevac – within three hours. 

It’s not clear if the recent mission demonstration tour has made the Air Force any more interested in investing in the aircraft. For the tanking mission, the service this year reaffirmed its commitment to keeping its KC-135 in service until at least the 2050s, though Air Mobility Command Commander Gen. John Lamontagne said in a Defense One interview that doing so may require a recapitalization program. The yet-to-be-selected Next-Gen Air Refueling System, or NGAS, is ultimately expected to replace the KC-135.

Still Embraer sees daylight to make its case.

“We see that the tanking needs of the U.S. Air Force are there. There’s an aging fleet that is coming to the end of its service life, and the challenges [of] the mission that we see for the future is different from the past. So you need the combination of capabilities. You need strategic tanking, but you also need tactical tanking, and more than that, you need to have assets that can do multiple missions from areas that you don’t have,” he said. “All the logistics and preparedness in terms of airfields that you used to have. You need to operate from remote locations, small islands, small airfields. And the KC-390 fits in that role …So more missions with less assets that are more affordable and with a lower life-cycle cost throughout its life.”

Embraer also touts KC-390’s readiness for the Air Force with its full operational capability status and its contemporary design, with high customizability and open-architecture construction to meet customers needs.

“You can select the mission mode, so the behavior of the aircraft depends on the type of mission,” Lemos said. “You have a lot of connectivity, compatible with the latest generation of fighters … we have ISR that can be used for reconnaissance but also for laser designation and target identification, to be combined with kinetic effects … or to send information to other fighters or other assets in the zone.”

Lemos wouldn’t describe any feedback he’s getting from the Air Force on its Millennium pitch, but he acknowledged modifications would need to be made.

“What we need to do is to listen, from the Air Force, what specific connectivity they would like to add on top of the 390 to make it more interoperable,” he said.

The boom may also make a return. While current product imagery of the KC-390 show drogues, Lemos said earlier this year, according to a Breaking Defense report, that it would be willing to self-fund a refueling boom for an Air Force tanker variant – effectively a necessity, given the number of Air Force planes requiring one – if the service NGAS assessments made space for the possibility of Millennium adoption.

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The U.S. Air Force is currently looking toward a single next-generation airlifter to supplant both the C-17A Globemaster III and the C-5M Galaxy, starting in the mid-2040s. The service is still in the early stages of formulating its requirements for a Next Generation Airlift (NGAL) platform, but has already put emphasis on greater speed and operational flexibility, as well as the ability to better defend against growing threats when on the ground and in the air.

Air Force Gen. John Lamontagne, head of Air Mobility Command (AMC), discussed the current state of NGAL with TWZ and others at a roundtable on the sidelines of the Air & Space Forces Association’s 2025 Air, Space, and Cyber Conference yesterday. As of the start of Fiscal Year 2025, the Air Force had 222 C-17As and 52 C-5Ms in its inventory.

The C-17A, which first entered service in 1995, has a top speed of around 520 miles per hour and a maximum payload capacity of some 82 tons, according to the official Air Force fact sheet. The much larger C-5Ms, which started their careers in the 1980s as C-5Bs and Cs, can carry up to 135 tons of cargo and/or personnel at up to around the same speed. Both types do typically cruise a slower speeds. They can also be refueled in flight to extend their range. Neither the C-17 nor the C-5 are currently in production.

As it stands now, NGAL is “basically a two-for-one to replace both the C-17 and the C-5,” Lamontagne said. “Driving that towards the mid-2040 timeline.”

“When I say two-for-one, we’re probably going to procure one aircraft,” he further clarified later on in the roundtable. “We won’t get a C-5 replacement and a C-17 replacement. There’ll be one airplane that does strategic airlift.”

When it comes to what the Air Force wants in that aircraft, the service has been working through what it calls a capabilities-based assessment (CBA) for NGAL.

“That capabilities-based assessment takes a look at what kind of defense systems do we need? What kind of tactical agility do we need? What kind of servicing do we need?” Lamontagne explained. “So we’ll see what that looks like.”

“As far as what we want in the next[-generation airlift] platform, we want agility, we want speed, we want to be able to operate in a higher threat environment,” he added. This includes “countermeasures that are effective against those threats that are coming from increasingly longer ranges.”

The Air Force has previously warned of the likelihood of a threat environment that includes anti-air missiles with ranges up to 1,000 miles by 2050. China, America’s current chief global competitor, has been particularly active in developing and fielding new air-to-air and surface-to-air missiles with ever greater reach. Russia has also been pursuing new capabilities in this regard.

Lamontagne also highlighted the growing threats American airlifters face on the ground, which are magnified by the time it can take to load and unload payloads, as well as refuel. Last year, AMC notably put out a call for options for future defensive systems that could be integrated directly into its cargo planes, along with its aerial refueling tanker fleets, to help shield them from ever-expanding drone threats, as you can read more about here.

“We’re obviously at a lot of risk on the ground, sitting on the ground somewhere,” the head of AMC explained. “So, [we] don’t want to sit on the ground for three hours. If we could refuel in a lot faster timeline than that, not that it takes three hours to refuel a C-17, but, you know, three minutes would be better than 30 minutes.”

“Right now, we know what we need to do and where we need to go,” he added, referring to the development of new defensive capabilities for aircraft across the command more generally. “We’ve got to develop the defensive systems, continue to develop them, and we’re doing a lot of tests and experimentation on that now, so that we can spiral it [out].”

Lamontagne also noted that the kinds of capabilities, in general terms, the Air Force wants for NGAL don’t necessarily “mix really, really well, and, so, what you prioritize and what you cherish will help define where we go” in terms of a future design.

The potential for NGAL to be a ‘system of systems’ rather than a single platform has been raised in the past. There are immediate questions about how a single aircraft would be able to supplant both the C-17 and the C-5, which are very different aircraft in form and function.

For instance, the C-17, despite its size, offers significant short and rough field performance, allowing it to deliver heavy payloads even in the absence of improved runways. The aircraft was designed to be able to bring in combat-ready forces, including tanks and other heavy armor, to landing zones at or at least near the front lines, as well as drop paratroopers into those same areas.

The C-5 can load cargo and personnel from the nose and tail ends, and do so simultaneously. In addition to just being able to carry larger payload volumes overall compared to the C-17, the Galaxy also offers a unique capability within the U.S. military for moving outsized and unusual payloads by air, including satellites and other space-related items.

Lamontagne acknowledged that NGAL could still potentially include multiple different designs, but also highlighted concerns about whether the Air Force “can afford, grandkids, kids, all of them.” The ability of the Air Force to pay for multiple new fleets of next-generation aircraft amid a slew of other modernization priorities, especially in the nuclear deterrence realm, has been repeatedly called into question in recent years, including by the service’s own top leadership.

NGAL is also currently limited to meeting next-generation strategic airlift requirements. Lamontagne said yesterday that the Air Force has at least two other lines of effort, NGAL-Little and Next Generation Intra-theater Airlift (NGIA), geared toward fulfilling future tactical airlift needs. C-130 variants are the service’s current tactical airlift platforms. Strategic airlift is generally described as being intertheater in nature, while tactical airlift is primarily focused on intratheater missions.

Above all else, Lamontagne stressed the importance of the Air Force being able to eventually retire the C-17 and the C-5 on its terms.

“The C-17 and C-5 … served us well for decades, but they’re not going to fly forever, and so we’d like to recapitalize those on our timeline,” he said. “If we look at what happened with the [C-]141 [Starlifter] after the Gulf War, it basically told us when it was done. We’d like to have a plan in place so when the service life starts to erode on the C-17, whether it’s wings, engines, or more, we’ve got a competition already going.”

It is important to remember that NGAL is hardly the first time the Air Force has explored concepts for advanced cargo aircraft, including stealthy designs and ones with vertical takeoff and landing capability. Much of this work over the years has been tied in with plans for next-generation tankers, something the Air Force is again pursuing now through its separate Next Generation Air Refueling System (NGAS) effort. TWZ has been calling attention to the U.S. military’s ever-growing need for more survivable tankers and airlifters for years now.

During yesterday’s roundtable, Lamontagne cited AMC’s role in the deployment of air and ground-based air defense assets to locations across the Middle East on several occasions last year and earlier this year as examples of the critical importance of strategic airlift and the need to modernize those capabilities. Those movements helped bolster the ability of U.S. forces to defend American interests in the region, as well as Israel. They were key to setting the stage for the Operation Midnight Hammer strikes on nuclear facilities in Iran in June. The C-17 fleet has already been under particular strain for some years now due to heavy demand as a result of a succession of major crises.

“Strategic lift is very critical, as you know, and that is the way that we at TRANSCOM usually initiate our most responsive force. We rely heavily on both the C-5 and the C-17, both of which are aging, both are very capable,” Air Force Gen. Randall Reed, head of that command, also told TWZ and others at a separate roundtable yesterday at the Air, Space, and Cyber Conference. “I am grateful to the Air Force for looking at any and all possible ways to invest in weapon system sustainment to make sure that we can continue to fly those for the near and the midterm.”

“It is also important that we start looking at what comes next. The environment is changing. We will need aircraft that have capabilities that we don’t have today, specifically to make sure that we’re connected,” Reed added. “And the Air Force is working real hard to provide that for us.”

Until NGAL is ready, in whatever form it ultimately takes, the C-17, in particular, will continue to be the Air Force’s strategic airlift workhorse. AMC is already in the process of adding new beyond-line-of-sight communications capabilities to those aircraft. As noted, the command has already been exploring new defensive capabilities for all of its fleets, including protecting them with drone wingmen, as well.

“Right now, I don’t think we’ll need to before the 2040s, but we might need to after that,” Gen. Lamontagne said in response to a question about potentially re-engining the C-17 fleet. “If we do a service life extension or something along those lines, we will certainly need to do something along those lines.”

“Right now, I think the C-17s we have, you know, working with the manufacturer, they’re working on improving, you know, both the efficiency and the performance, so getting a little more fuel efficient with the ones that we have, and a little more time on the wing with the ones that we have,” he added. “Right now, I think we’re in a pretty good place.”

Earlier this year, Boeing said it was in the very early stage of talks with at least one potential customer about restarting production of the C-17, or starting to produce a new derivative of that design. The C-17 line was shuttered in 2015.

“There are no current plans to restart the C-17,” Lamontagne said, but acknowledged it is something that has been discussed. “I think one step at a time, capabilities-based assessment, analysis of alternatives, competition.”

“[I’m] hoping, in the near term, next couple of years, few years, I’d say, [to] have another analysis of alternatives, this time on the next generation airlifter, instead of the next generation air refueling system,” he also said during the roundtable.

Overall, the Air Force is still in the early stages of the NGAL effort, but a path forward to a successor to the C-17 and the C-5 is now starting to take greater shape.

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Boeing has started production of the first F-47 sixth-generation stealth fighter for the U.S. Air Force. The goal now is for that jet to make its first flight sometime in 2028.

Air Force Chief of Staff Gen. David Allvin provided a brief update on the F-47 during his keynote address at the Air & Space Forces Association’s 2025 Air, Space, and Cyber Conference today, at which TWZ is in attendance. In March, President Donald Trump personally announced that Boeing had been selected as the winner of the competition for the crewed fighter component of the Air Force’s broader Next Generation Air Dominance (NGAD) initiative. The NGAD effort also includes the development of new Collaborative Combat Aircraft (CCA) drones, as well as advanced jet engines, weapons, electronic warfare suites, sensors, networking ecosystems, battle management capabilities, and more.

“After years of work, hundreds of test hours, 1,000s of man-years in the lab, the President announced the F-47,” Allvin said. “It’s the platform that, along with all of the rest of the [NGAD] systems, is going to ensure dominance into the future.”

“We [have] got to go fast. I got to tell you, team, it’s almost 2026. The team is committed to get the first one flying in 2028,” he continued. “In the few short months since we made the announcement, they [Boeing] are already beginning to manufacture the first article. We’re ready to go fast. We have to go fast.”

The Air Force has only previously said that the F-47 was expected to make its maiden flight before the end of Trump’s current term, which will conclude on January 20, 2029. Multiple secretive flying demonstrators helped pave the way for the F-47, as well.

Details about the F-47 program and design of the aircraft itself remain highly classified. At the time of writing, there continue to be only two official renderings of the jet, which Air Force officials have said do not necessarily fully reflect what the plane looks like in real life, for operational security purposes.

“Just love looking at this picture,” Secretary of the Air Force Troy Meink had said during his own keynote at the conference today, which came just ahead of Allvin’s speech, referring specifically to the F-47 rendering seen below. “I expect some of the Chinese Intel analysts are spending a lot of time looking at this picture. Good luck trying to dig something out of there. Pretty careful about that.”

The inclusion of prominent canard foreplanes in the two renderings has been a particular topic of discussion since March. Canards could give the design a boost in maneuverability, but are conducive to extreme degrees of low observability (stealth) to radar. TWZ has previously explored the matter of the canards, and what else can be seen in the renderings, in detail, while also noting that certain aspects could be deliberate misdirection.

The Air Force has said the F-47 is expected to have a combat radius in excess of 1,000 nautical miles and be able to reach speeds above Mach 2. With that range, the new sixth-generation jets will offer a roughly 25% boost in operational reach, at least, over existing U.S. fighters. How fast the aircraft will be able to cruise without its afterburners engaged (supercruise), and with what level of efficiency, remains unknown.

The F-47 has otherwise long been expected to feature next-generation all-aspect ‘broadband’ low-observability (stealthiness), including a significantly reduced infrared signature on top of a low radar cross-section. “Spectral warfare” and “spectral dominance” have been major focus areas for the entire NGAD initiative, as TWZ has previously detailed. Air Force officials have also talked generally about the fighters having next-generation capabilities that will leverage the rest of the NGAD ecosystem, including the ability to control future CCAs.

It’s also worth noting that Boeing has been in the running for the Navy’s F/A-XX next-generation carrier-based fighter competition. A rendering that the company recently released of its F/A-XX proposal has unsurprising similarities to what has been shown to date of the F-47, as you can read more about here. The firm also previously made major investments to expand its operations in St. Louis, Missouri, to prepare for sixth-generation fighter production.

The Air Force has said it plans to acquire at least 185 F-47s, which would be in line with the original vision of the aircraft as a successor to the F-22 Raptor. However, questions have been raised about whether that figure might change going forward, and there has been talk about the potential for multiple versions to be built in incremental developmental cycles. The F-47’s expected unit cost is also unclear, but past projections have put it in the realm of three times the average price of an F-35 Joint Strike Fighter, or upwards of $300 million based on publicly available information.

Speaking today, Allvin did underscore that the F-47 was just one part of broader modernization efforts to ensure the Air Force maintains its edge against any potential opponent.

“The adversary is not taking a knee. They’re not stopping and saying, ‘well, maybe the U.S. slows down, we’ll slow down too.’ Maybe we can take a knee, and that’s not what they’re doing,” he said. “As we look into the future, when we develop all of the next-generation capabilities, we can’t get enamored with the platforms. It’s not just the weapons and the weapon systems. We’ve got to understand systems over platform. It’s the things that links them together that makes it work.”

That being said, the Air Force clearly sees the F-47 as a key part of its future force structure, especially with an eye toward a potential high-end fight against China in the Pacific.

The Air Force is now moving steadily closer to this next generation of tactical airpower with the first F-47 being built ahead of an expected first flight some three years from now.

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Lockheed Martin is pushing for the U.S. Air Force to extend the scope of the upgrade for the F-22 Raptor fighter so that it will include the earlier Block 20 aircraft that the service currently uses for training. These Block 20 jets, 35 in all, had previously been on the chopping block, but amid questions about the ultimate replacement plan for the F-22, the manufacturer is pushing for the upgrade effort to be expanded to these earlier and currently far less-capable aircraft.

Speaking today at the Air, Space & Cyber Conference in National Harbor, Maryland, OJ Sanchez, vice president and general manager of Lockheed Martin’s secretive Skunk Works research and development arm, said that there are “conversations around whether there is an opportunity to take the Block 20 fleet and continue to expand [its capabilities].” Sanchez noted that this is not an entirely new conversation, but he was hopeful that the service would opt for it.

In the meantime, Sanchez referred to the upgrade program for the more modern Block 30/35 jets, part of a Skunk Works effort to ensure that the F-22 can evolve to “see, and shoot, and go farther.”

“The F-22 continues to be central to the U.S. Air Force’s force structure, and the ability to keep it at the forefront of the fight is paramount. The F-22 program work at Skunk Works is doing that,” Sanchez continued. He described the Block 30/35 Raptors as being “in a hefty modernization mode right now,” with a key component of this being software-defined open mission systems architecture. As you can read about here, this ensures that it’s faster and easier to integrate new and improved functionality.

Sanchez also noted that the upgrade for the Block 30/35 aircraft includes work on crewed/uncrewed teaming with the Air Force. “The F-22 is kind of at the forefront of how to do that,” Sanchez added. This is another facet of the Raptor’s modernization push that we have discussed in the past.

Then there is the role that the F-22 has been playing in the development of the Air Force’s next crewed fighter, the Boeing F-47, in the Next Generation Air Dominance (NGAD) program.

“The F-22 we talked about as being the bridge to NGAD, and we’ve continued to see the evolution, working with the U.S. Air Force, on bringing next-gen technologies to path-find on the F-22, so that’s the philosophy,” Sanchez said.

Sanchez reflected on the fact that, when discussing the F-22’s upgrade path, it starts to get “tricky around the specifics… because it starts to get classified.”

However, as we have detailed in the past, the F-22 is now in the process of receiving a raft of new “viability” upgrades. These will help protect the Air Force’s ‘silver bullet’ force of Raptors from emerging threats and otherwise ensure their continued relevance in future conflicts.

We know that the upgrade package includes the previously announced Infrared Defensive System (IRDS), as well as improvements to the F-22’s low-observable (stealth) features, radar capabilities, electronic warfare suite, and others. This is separate from other upgrades in the works for the F-22, including podded infrared search and track (IRST) sensors and stealthy range-extending drop tanks.

It’s the continued relevance of the F-22 to the U.S. military, especially in a high-end fight, as well as its relatively limited numbers, that makes the argument to roll out similar upgrades across the Block 20 jets all the more compelling.

The Air Force currently has 185 F-22s, but only 143 are combat-coded, with the rest being dedicated to training and test and evaluation activities. The Block 20 jets are all assigned to second-line duties. Meanwhile, a significant portion of the overall fleet is typically down for maintenance at any given time.

As for the 32 Block 20 aircraft, the Air Force was, at one point, looking at ditching these altogether, as it found itself staring down looming budget cuts as well as growing questions about how far back it was trimming its existing fleets, especially fighters, as it pushed ahead with its modernization plans.

Last year, a Congressional watchdog warned that the Air Force would face potentially serious operational, training, and testing challenges, and the risk of having to pay associated costs if it got rid of the Block 20 jets. The service’s assessment that it would be prohibitively expensive to bring these jets up to a newer standard was also called into question.

Even before that, the House and Senate Armed Services Committees, which oversee funding and oversight of the Pentagon on behalf of the U.S. Congress, tried to mandate the Air Force to retain — and upgrade — the Block 20 F-22s.

Since the small Raptor force is already highly capable and heavily in demand, the possibility of having a larger pool of combat-coded jets to draw from would be a huge benefit, if it can be financed.

Meanwhile, F-22 proponents in the Air Force have made the case for keeping the Block 20 jets even without upgrades.

“I’m in favor of keeping the Block 20s,” said Gen. Kenneth S. Wilsbach, the head of Air Combat Command, last year. “Right now, frankly, there isn’t an F-22 replacement,” he added. “They give us a lot of training value, and even if we had to in an emergency, use the Block 20s in a combat situation. They’re very capable.”

Of course, providing them with even some of the upgrades that are currently being provided for the Block 30/35 jets would make them even more capable.

Already, the Raptor upgrades and the long-term plans for the fleet in general are being influenced by the NGAD program.

At one time, the Air Force had said it ultimately wanted its F-22s to be replaced by a new sixth-generation stealth combat jet being developed as part of the NGAD initiative, an aircraft that is now known as the F-47. The planned first flight for this aircraft is currently slated for 2028.

However, the plan for the NGAD combat jet was put on hold last year, and, for a time, it looked like the NGAD combat jet effort might have been at risk of being cancelled. By the summer of 2024, it was clear that there was no longer a definitive F-22 replacement plan.

Although the NGAD combat jet — now the F-47 — emerged unscathed, there are still questions about the expected size of the F-47 fleet. Meanwhile, it’s not entirely clear when — or even if — these aircraft might start to enter service.

In May, an Air Force graphic, seen below, suggested that the service plans to acquire more than 185 F-47s, which would allow for a one-for-one replacement of the F-22s.

The final number doesn’t appear to be determined so far, with Lockheed Martin meanwhile stating that, with the help of upgrades, the Raptor could stay in service into the 2040s.

It seems that much of the F-22’s ultimate fate will depend on the pace of the F-47’s path to service, and the Air Force’s ultimate procurement plans for that type. In the meantime, it’s clear that Lockheed Martin is confident that the F-22 has many years of service left and that, should the Air Force want to ensure the Raptor fleet is as capable as it can be for years to come, then rolling out upgrades across the earlier jets could help secure its long-term future.

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When Anduril’s YFQ-44A drone flies for the first time, it will do so in a semi-autonomous fashion as part of a broader plan to get the design to an actual operational state as fast as possible. The company says this self-imposed requirement is why the type, one of two currently being developed for the U.S. Air Force’s Collaborative Combat Aircraft (CCA) program, has yet to take to the skies. A first flight for the YFQ-44A, also known as Fury, is expected soon, and more of the drones are in production to help steadily expand the future testing regimen.

Diem Salmon, Vice President of Air Dominance and Strike at Anduril, and Jason Levin, the company’s Senior Vice President of Engineering for Air Dominance and Strike shared updates on the state of Fury’s development to TWZ and others today at the Air & Space Forces Association’s 2025 Air, Space, and Cyber Conference. Fury’s story traces back to the late 2010s and an aggressor drone concept from a company called Blue Force Technologies, which Anduril acquired in 2023, as you can read about in extensive detail in this past War Zone feature. The Air Force picked Fury, as well as a design from General Atomics now designated the YFQ-42A, to proceed in the first phase, or Increment 1, of the CCA program last year. The YFQ-42A flew for the first time in August.

“We have multiple vehicles at our test facility in ground testing right now, and we’re in the final stages before first flight,” Anduril’s Salmon said. “All in all, we’re still well ahead of the program schedule in terms of getting YFQ-44A into the air. [We] feel really confident in our ability to do so and still feel really good about the program schedule.”

Anduril’s Levin indicated that the plan is for all of the “vehicles ” currently undergoing ground testing to eventually fly, rather than some of them staying non-flying test articles.

Neither Salmon nor Levin would offer a specific timeline for when the YFQ-44A’s first flight is now set to occur. At a separate roundtable on the sidelines of the Air, Space, and Cyber Conference, Secretary of the Air Force Troy Meink told TWZ and others that the service was hoping to see the drone fly by the middle of October. In a keynote address at the conference earlier today, Air Force Chief of Staff Gen. David Allvin described the testing milestone as “imminent.”

“We also have several vehicles currently in various stages of manufacturing,” Salmon continued. We are “working on multiple tails right now to support the more expansive flight test profile that we’re getting into in the next year.”

Anduril’s Salmon also provided some more specific details on developmental goals for the YFQ-44A around its first flight, especially when it comes to autonomy. Semi-autonomous takeoff and recovery of uncrewed aircraft is not new, with other U.S. and foreign designs, like Northrop Grumman’s Global Hawk and General Atomics Reaper, having this capability to varying degrees. Anduril’s position is that it is something of a first for a clean-sheet design to make its initial takeoff, flight, and recovery in this mode.

“The goal for Anduril has always [been] to make this an actual semi-autonomous CCA, and so that’s been the emphasis since day one,” she said. “Taxi has been semi-autonomous, which basically means, we hit a button, it goes to the points that’s been designated by that vehicle, completes a taxi, [and] returns.”

“The goal is to also [to] get to a semi-autonomous first flight, which means takeoff and landing will be done by a push of a button. There is no stick and throttle,” Salmon added. “It will be able to execute the actual first flight profile, pre-planned, using autonomy software on the vehicle.”

Further software development to enable that level of autonomy is currently the main schedule driver when it comes to YFQ-44A’s first flight.

“I think that’s going to allow us to kind of leapfrog the overall test plan, because we are kind of tackling that hard part first, which is getting to a semi-autonomous first light,” Salmon noted.

“So the aircraft’s been moving very fast, from PDR [Preliminary Design Review] last year to getting into ground testing a year later, and then same as the software as well,” Anduril’s Levin added. “So the software’s had to be clean-sheet to get to the semi-autonomous capability. We’re able to leverage a lot of the work you see on other products that are flying similar software, but to get to the level of rigor and complexity needed for CCA has just been a different piece to kind of handle.”

Levin further explained that Anduril is currently developing what he called the “platform autonomy” package for the YFQ-44A, which will handle things like taxing and takeoff and landing, in-house. The company plans to work with other vendors on the “mission autonomy” side, which will enable the drone to perform various tasks once airborne. Anduril’s own Lattice proprietary artificial intelligence-enabled autonomy software package is expected to factor into the mission autonomy equation, as well.

“So it’s really been a parallel effort. Both the hardware team’s working everything from [the] electrical system, avionics, fuel system, and the jet itself, and then, as well as the software in parallel,” he continued. “And then rigging that out through “iron bird,” hardware-in-the-loop, software-in-the-loop, and then all the actual aircraft itself.”

The iron bird is a non-flying test article that Anduril, and Blue Force Technologies before it, have been using for years to support the development of Fury.

“We have very high fidelity simulations where we develop the software, we put it through software-in-the-loop, but then once we put it on the actual hardware, in the integration, there’s always something that maybe didn’t match correctly, and then we have to go back and validate that as we update it,” Levin explained. “There’s not a lot of playbooks on how you go from basically clean sheet to a semi-autonomous capability right off the bat. I don’t know if there’s any aircraft that have really done that. So basically, figuring out how we’re going to do this. We’ve had to kind of create some of the path there.”

TWZ has repeatedly highlighted that the Air Force’s CCA program, as well as parallel efforts ongoing within the U.S. Marine Corps and U.S. Navy, still have many questions to answer about how drones in this category will be deployed, launched, recovered, supported, and otherwise operated, as well as utilized during actual tactical operations. Building trust among the human aviators that will be expected to operate with these uncrewed wingmen will also be vital, as you can read more about here.

“For Anduril, since we did not have a ground control station takeoff and landing, we would have to develop that capability,” he also noted when asked to further explain the decision to pursue a semi-autonomous first flight. “And so that would have had to be a new capability to develop. And actually, we thought it would have been a step backwards, because we really want to get to the semi-autonomous thing and bring out that problem.”

“Just to clarify terms, there is gonna be a control element for [our] CCA, where there will be humans on the ground, some kind of oversight of the platforms,” Salmon said. “The distinction here is that they’re not going to be remotely piloted.”

Anduril’s Salmon also said that the company’s focus has been on meeting the Air Force’s aggressive timeline for fielding an actual CCA capability, not just getting YFQ-44A into the air. The current stated goal is for Increment 1 CCAs to be at least starting to enter operational service before the end of the decade. The Air Force has said it is looking to acquire between 100 and 150 Increment 1 CCAs, and hundreds more through further increments. It remains unclear whether the service expects to pick a single winning design in the program’s first phase or pursue production of both the YFQ-42A and YFQ-44A.

“It was not a race to get to first flight as fast as humanly possible. It was, how do we field this really advanced and novel capability as fast as we can,” she said. “And with that comes the recognition that the autonomy is the hard part here, and so that’s the thing that you actually need to burn down from a technical development, testing, and risk perspective. And so that’s how we’ve approached our program.”

Levin pointed out that achieving a semi-autonomous first flight is not a hard Air Force requirement, but also that the service has “very few hard requirements” for the CCA program. He also said that Anduril’s development schedule

Once the YFQ-44A does makes its maiden flight, the initial testing plan is set to include things like checking out the drone’s handling qualities, avionics, and other systems, as well as starting to expand its performance envelope, according to Levin. He would not provide any specific timeline for when Anduril might get to munition testing or more advanced systems integration.

Salmon and Levin were also asked about what plans Anduril might have in regard to the expected follow-on Increment 2 of the Air Force’s CCA program, as well as the Navy’s separate CCA efforts, but declined to provide hard specifics. The Navy just disclosed earlier this month that it had hired Anduril, as well as Boeing, General Atomics, Lockheed Martin, and Northrop Grumman, to work on conceptual carrier-based CCA designs, as you can read more about here. Lockheed Martin has received a separate contract to provide the Navy with an accompanying common command and control architecture.

“The way we would approach other air vehicle development efforts is they would not be Fury derivatives, but instead they would use a lot of the capabilities inside Fury, which might be some of the avionics boxes, maybe some of the software, and then basically the design process and build process we would leverage. But if we were to build a Navy CCA, it would probably look nothing like a Fury … a future CCA that had a different mission, it probably would not be a Fury derivative.”

When pressed on this in light of Anduril’s recently disclosed contract with the Navy, Levin further stressed that any carrier-based design the company might develop would not be a direct Fury derivative.

Levin did say that Anduril is pursuing export sales of Fury variants, including in Europe, as part of a partnership with Rheinmetall in Germany that was announced back in June.

Regardless, “if there’s any autonomous air vehicle program, we’ll compete. If there are any autonomous software program [sic], we will compete on that as well, whether it’s for the Air Force, the Navy, or for whoever, you can imagine that we’re going to compete.”

When it comes to the YFQ-44A, the drone now looks set to fly for the first time within a matter weeks, and in a semi-autonomous mode that Anduril hopes will help put it on a path to being a real operational asset within the next few years.

Contact the author: [email protected]

Lockheed Martin’s famed Skunk Works advanced projects division has lifted the lid on a new, higher-end stealthy Collaborative Combat Aircraft (CCA) type drone named Vectis. The uncrewed aircraft is designed to be highly adaptable to an operator’s requirements, whether they be in the United States or elsewhere around the world, and is expected to fly within two years. Vectis notably follows Skunk Works’ failed ‘gold-plated’ high-stealth bid for the first phase of the U.S. Air Force’s CCA program, but still puts above-average emphasis on survivability compared to the other designs that service is now testing.

Skunk Works has yet to share exactly when development of Vectis began, but has described it as a product of a broader development philosophy it has adopted called the Agile Drone Framework. The framework prioritizes modularity and open mission systems, as well as interoperability in areas like command and control architectures, over any specific hardware. The name Vectis means lever or pole in Latin, and is meant to reflect the ‘leverage’ the platform offers.

“Meet Vectis, a Group 5, survivable, lethal, and reusable, Collaborative Combat Aircraft that embodies not only our pedigree in [crewed] fighter aircraft, autonomy, and uncrewed systems, but [that] is also enabled by that Agile Drone Framework,” O.J. Sanchez, Lockheed Martin Vice President and General Manager of Skunk Works, told TWZ and other outlets this past week. “Vectis will provide U.S. and allied warfighters with range, endurance, and multi-mission flexibility, including air-to-air, air-to-surface, and ISR [intelligence, surveillance, and reconnaissance].”

In the U.S. military’s parlance, Group 5 uncrewed aerial systems are the largest and most capable, covering anything pilotless with a maximum takeoff weight of 1,320 pounds or more, and that can fly at altitudes of 18,000 feet or higher. When asked, Sanchez declined to offer any hard dimensions or other specifications for Vectis. He did say it was smaller than a Lockheed Martin F-16 fighter, but larger than one of the company’s Common Multi-Mission Truck (CMMT, pronounced ‘comet’) missile-like drones, which is a very broad size range.

Renderings of Vectis from Skunk Works show a tailless drone with a lambda wing planform and a top-mounted air intake. There is a pronounced chine line around the forward end of the fuselage and a shovel-like shape to the nose, as well as various conformal antennas and/or sensor apertures, all of which are indicative of low-observable (stealthy) design considerations. A short promotional video, seen below, also includes a cutaway view showing an S-shaped duct behind the air intake and exhaust shrouding, features that offer further radar cross-section and infrared signature reducing benefits.

Skunk Works’ Sanchez also said Vectis is runway dependent in its “current instantiation,” something we will come back to later on. Its landing gear configuration has not yet been shown.

Vectis’ core planform is interestingly reminiscent, in some broad strokes, of a rendering of a stealthy aerial refueling tanker concept Skunk Works first showed publicly last year. That aircraft had a much larger design, in line with its intended mission, with large clipped wings that had some lambda-wing attributes, as well as small outwardly-canted twin vertical tails. The look of the new survivable CCA also hearkens back to older concepts for advanced crewed combat jets from Lockheed and other companies, including from studies that fed into the Air Force’s Advanced Tactical Fighter (ATF) program that led to the F-22.

There has been something of an uptick in recent years in new crewed and uncrewed tactical aircraft designs with lambda or at least lambda-like planforms. This includes one of the several air combat drone designs that emerged around a massive military parade in China earlier this month, as well as one of the two Chinese next-generation crewed combat jets that broke cover in December 2024. The stealthy Wingman drone design that European aerospace conglomerate Airbus unveiled earlier this year is another one of the many examples.

Skunk Works has also declined to share details about Vectis’ intended performance or what engine it might use.

“I would say that in the CCA space, our operational analysis doesn’t point towards supersonic [speed as a central requirement],” Skunk Works head Sanchez shared. “We’ll continue to refine that, but I wouldn’t go so far as to say supersonic is what we see as needed in this space.”

Vectis also has “endurance ranges compatible with Indo-Pacific, European, and CENTCOM [U.S. Central Command] theaters,” according to a Lockheed Martin press release, which does not elaborate further on this aspect of the drone’s capabilities.

What munitions and other payloads Vectis might be able to carry is unclear. Skunk Works’ Sanchez mentioned “reusable or flexible payloads,” but did not elaborate. The promotional video included earlier in this story shows a vignette in which the drones, operating together with an F-22, use unspecified sensors to spot and track aerial threats before being ordered to fire air-to-air missiles, presumably from internal bays, at those targets. Compact radars and/or infrared search and track (IRST) systems would be logical sensor options for supporting the air-to-air role.

As noted, Vectis is also intended to be configurable for air-to-ground and general ISR missions. Another promotional video Lockheed Martin has now released, which covers Skunk Works’ Agile Drone Framework more generally, seen below, shows Vectis drones firing air-to-surface missiles at an enemy air defense site.

Electronic warfare suites and signal relay packages might also be among the payload options for Vectis drones.

The design is “rapidly upgradable and customizable to align to shifting threat environment priorities,” according to Sanchez. “Vectis’ signature and comms are compatible with fifth and next-gen aircraft. We’ve conducted classified crewed-uncrewed teaming operations analysis, pairing F-22s and F-35s with Vectis, and the results are impressive.”

Sanchez clarified later that this operations analysis had been conducted in simulated environments as Vectis is not yet flying. Lockheed Martin is already well known for its extensive work in the unclassified realm on crewed-uncrewed teaming capabilities, including in digital environments and through real-world flight testing, as well as instances that blend the two together. The F-22 is now in line to be the first airborne controller for Air Force CCAs. The company also now has a contract with the U.S. Navy to provide a common command and control architecture for that service’s future CCAs, which will leverage work on its Multi Domain Combat System (MDCX), a software-based package already being integrated into new drone control centers on American aircraft carriers.

“One of the most impressive attributes of the Skunk Works is its long commitment to open mission systems, to architectures that enable a large tent of folks to be able to plug in. That’s why we believe that interoperability is foundational to solving warfighter problems in the decades in front of us,” Sanchez said in response to a question about Vectis’ own level of autonomy. “So when we think about the autonomy and the underpinning software, everything about this will be aligned with the [U.S.] government reference architecture. Our experience delivering that level of capability through the MDCX system to the U.S. Navy, for example, is underpinned with the same approach.”

“We welcome the opportunity to collaborate with others,” he added. “While I won’t disclose exactly how we’ll partner or who we will align with on the software space, the fundamental architecture is open mission systems aligned with government reference architecture. And as that tent expands, we’ll be willing and able to adapt with others and potentially bring kit in alignment with other efforts that are being worked [on] by other companies.”

Sanchez highlighted a recently announced partnership between Lockheed Martin and BAE Systems’ FalconWorks in the United Kingdom as an example of how the company is already collaborating with others, but said that initiative is not tied to Vectis. He also touted demonstrations in the past two years of new capabilities to securely share classified data with foreign F-35 operators as additional examples, more generally, of the current internal focus on interoperability.

“We can connect the Vectis system with any other platform, or anybody or anything in the battlespace,” he said.

In his comments this past week, Sanchez did not speak directly to the matter of physical control interfaces, which has been a matter of contention in recent years, especially when it comes to ordering uncrewed aircraft around from the cockpit of a fighter. Skunk Works has said in the past that its immediate focus is on tablet-like and other touch-screen-enabled devices, but other options may emerge in the future. Questions have been raised about whether tablets, in particular, will create problematic additional burdens for pilots when directing drones during missions.

The Skunk Works’ Agile Drone Framework video shows pilots in F-22s and F-35s using wide-area touch-screen displays to control Vectis drones, as well as CMMTs and a higher-end flying-wing design. The latter drone has a design that looks evolved from Lockheed Martin’s secretive RQ-170 Sentinel, as well as the Sea Ghost concept the company put forward years ago for the U.S. Navy’s abortive Unmanned Carrier-Launched Airborne Surveillance and Strike (UCLASS) program. Lockheed Martin has also included an advanced flying wing design, together with various others, in past promotional materials highlighting work on crewed-uncrewed teaming capabilities.

Overall, “as the future of air power takes shape, Skunk Works is charting a critical path with this Vectis program to unlock new integrated capabilities at an ultra-competitive speed and price point. Vectis provides best-in-class survivability at the CCA price point,” he said during the press call this past week.

Sanchez did not provide any hard cost metrics for Vectis. The Air Force has said in the past that it is aiming for a unit cost roughly in the $20 million range for drones being developed under the first phase, or Increment 1, of its CCA program. The service has also said that it could pursue lower-cost (and less exquisite) designs for the planned follow-on Increment 2.

“Our Increment 1 offering had higher levels of stealth than were necessary in the requirements because of the operational analysis conviction of building something that actually had value to the Air Force over the long haul,” John Clark, then head of Skunk Works, had told TWZ and others at the Air & Space Forces Association’s main annual conference last year. “I think, hindsight 20/20, we could certainly armchair quarterback and say, well the Air Force isn’t valuing survivability right now, so we gold-plated something they didn’t need gold-plated.”

Clark added at the time that Skunk Works had shifted focus, at least to a degree, to exploring optionally expendable designs to meet the Air Force’s Increment 2 CCA requirements, which were still being finalized at that point and have yet to be detailed publicly.

“I think that there will … be a reckoning to come at some point when [the Air Force is] looking at [a scenario where] … I’m going to spend $15 million or $20 million an airplane, and the OA [operational analysis] is telling me that 80 percent or more of them don’t make it home,” Clark also said last year. “How many airplanes am I willing to spend that sort of money on before that’s a losing proposition financially as a nation.”

In April 2024, General Atomics and Anduril received contracts from the Air Force to continue developing their CCA designs, now designated the YFQ-42A and YFQ-44A, respectively. Both of those designs put less emphasis on survivability versus cost compared to how Vectis is currently being presented. In addition to Lockheed Martin, Boeing and Northrop Grumman had also been in the running for Increment 1.

“When you talked to him at the time, there was certain analysis going for a specific competition that was [what] he was talking to,” Skunk Works’ Sanchez said this past week when asked about how Vectis fits in with Clark’s past comments. “There are design trades that we’ve made in this and mission applications where we clearly see the opportunity for a reusable, highly survivable, and flexible platform like Vectis to create mission effects that are far beyond what you would have without them.”

“So how it applies in each individual mission set starts to get classified … but we absolutely see at Skunk Works that the integration of teams, manned and unmanned teaming, is going to provide battlespace effects that solve hard problems,” he continued. “So that is becoming true, and so Vectis creates a unique space where a survivable platform can deliver effects, in both air-to-ground and air-to-air, by the way – at the time, I believe John was talking to a specific mission set – as well as provide critical information through like an ISR and targeting role, and again, opened up to more than one mission set as we look at both international force design and domestic force design.”

Sanchez also stressed that Vectis is not being developed at present with any particular potential opportunity with the U.S. military or foreign armed forces in mind.

“I would see the Vectis flexibility that’s being built in, along with its survivability, being very attractive to multiple mission problem sets, and then the agility and the way we’re doing the flexible payload design can be tailored towards specific countries or programs as they need,” he said. “So that tailoring will be work that we’ll continue to do with each, but not in direct response to any one [opportunity] – [we’re] more aligned with listening to all those customers, and our knowledge of the battle space has informed our design.”

“We have a lot of overlap with the U.S. Air Force and are supporting their approach to find the right requirements for their specific mission sets. So should the U.S. Air Force find that they need a highly survivable platform with the flexibility that Vectis enables for Increment 2, I think it’ll be a great candidate,” he continued. “We respect their process as they go through and see what’s needed. As you know, every force has specific requirements based on the rest of their force. So this fits squarely in the category of a survivable, reusable, and flexible CCA, and I absolutely think if that’s what the Air Force thinks they need, this would be a great candidate to meet those requirements.”

“The flexibility we show in that Agile Drone Framework through, say, MDCX, also says that you can command these in multiple locations. You can use smart autonomy integrated with a fifth-gen [fighter] cockpit, like the F-35, or perhaps you could do it off the deck of a ship if you needed to, like we’re doing with MDCX, or any manner in between,” he added. “And so we’re building in that kind of autonomy, that flexible autonomy, if you will, so that we can work with more countries, more partners to really listen to what their needs are. So that flexibility has been demonstrated through multiple demonstrations. Now we’ll go out and build it, and we’ll work to prove it in the open air.”

In discussing how Vectis could be adaptable to multiple U.S. and foreign operator requirements, Sanchez also spoke in more detail about the drone’s current dependence on traditional runways, as well as its ability to operate from more austere locations. In the United States, the U.S. Air Force and the U.S. Marine Corps, in particular, are currently basing tactical crewed and uncrewed aviation force design decisions around the expectation of operating from distributed forward locations, many of which could be remote and with limited supporting infrastructure. This is all intended to create targeting challenges for enemies and reduce vulnerability, as well as bring aircraft close enough to their targets to be effective at higher sortie rates, especially in the context of a potential high-end fight in the Pacific against China. Other countries are coming to similar viewpoints, especially based on observations from the ongoing war in Ukraine. With all this in mind, reducing or eliminating runway dependence, as well as ease of operating and maintainability, have emerged as key areas of interest when it comes to CCA-type drones.

“Our analysis aligns with the U.S. Air Force, that runway accessibility is incredibly important in every theater, particularly in INDOPACOM [the U.S. Indo-Pacific Command area of responsibility]. So we’re very intentional about the flexibility that this system would enable in the theaters of interest,” Sanchez explained. “And so the amount of runways that will be available, the amount of flexibility to implement, whether it be an Agile Combat Employment approach, or a hub and spoke for other countries, depending on how it is, Vectis will be very capable in those spaces.”

Agile Combat Employment (ACE) is the U.S. Air Force’s current umbrella term for its concepts for distributed and disaggregated operations, as you can read more about here. The service has said in the past that the Increment 1 CCAs are the first aircraft being designed from the ground up with ACE in mind.

“We certainly understand the flexibility the U.S. Air Force might need,” Sanchez added. “And if there are other solutions that are runway independent, we would be working with them on those, but this one would be a runway-dependent solution.”

“The importance of sustainability, of reliability, and the ability to easily maintain a survivable airplane is paramount. So we have absolutely baked that into this approach, and I would tell you that we have, for a while, into our advanced systems,” he continued. “We’re leveraging both on the material side as well as just the simplicity of design, where important systems that you might be able to access are, how you get to them, and durable, reliable materials that enable much simpler maintainability. So we will be targeting a very high reliability rate and have it first and foremost, both the operations as well as our maintainers in mind to provide that operational flexibility.”

The head of Skunk Works was also asked about how Vectis might fit into concepts of operations wherein much of a CCA fleet might be kept in storage rather than being flown on a more day-to-day basis, including in routine training. As TWZ has noted many times in the past, the U.S. military, broadly, still has many questions to answer about how CCA-type drones will be deployed, launched, recovered, supported, and otherwise operated, as well as employed tactically.

“If you ask me, I think the ability … for folks to be able to train and integrate is going to be important in the CCA space. So we will have built into it [Vectis] the ability for it to be a daily flyer, reliably work alongside its crewed teammates to be able to integrate into operations for training, as well as for deployment,” Sanchez said. “At the same time, if the requirement is ease of storage and ease of assembly, it’s absolutely built into the design. So we would see that as an operations-defined design trade, as opposed necessarily to one that would be limited by what we’re presenting here. So that’s where we’ll work closely to listen with any individual customers that go from there on their operations choice, but the flexibility is built in.”

Vectis’ emergence comes amid a growing field of CCA-type drones in the United States and elsewhere globally that already reflect a number of different underlying force design concepts. Though the U.S. military continues to eschew more exquisite uncrewed combat air vehicles (UCAV), at least publicly, interest in designs in that category is also growing worldwide among American allies and partners. As TWZ has reported multiple times just in the past week, China has increasingly positioned itself as the dominant actor in the stealthy flying wing UCAV space, as well as a leader in advanced drone developments more broadly. Russia, India, Turkey, and France are also pursuing flying wing UCAVs.

Lockheed Martin has itself talked for years now about visions for future advanced drones and crewed-uncrewed teaming that include many different tiers of capability. Vectis is certainly not the only drone design the company is working on. Sanchez highlighted this past week that roughly 97 percent of what Skunk Works does is classified. On the other hand, the public disclosure of Vectis makes clear that the company sees this as an important play in the expanding CCA market space.

“We’re in progress now on the Vectis prototype. Parts are ordered, the team is in [sic] work, and we intend to fly in the next two years,” Sanchez said. “Our operational analysis shows a wide swath of capability that Vectis provides in multiple mission areas that are going to be relevant and solve hard problems that we couldn’t solve without this kind of collaboration. So we’ll continue to evolve that.”

“As things change, we’ll make changes. We’re not afraid to do that, and this shows that evolution of thought and adaptation to the mission needs,” he added.

It will be interesting to see how the development of Vectis now proceeds, especially within the larger and still evolving CCA space globally.

Contact the author: [email protected]