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Lightspeed Introduces Rotax-Specific Audio Profile for Delta Zulu Headsets
AirlinesJul 16, 6:00 PM

Lightspeed Introduces Rotax-Specific Audio Profile for Delta Zulu Headsets

One of the challenges for pilots who fly multiple aircraft is finding a headset that works well with the powerplant. Lightspeed Aviation , one of the industry leaders in customizable headsets, is now offering the first Rotax-specific audio and automatic noise reduction (ANR) profile for the Lightspeed Delta Zulu model. According to Lightspeed, as part of this collaboration, the Rotax-optimized profile will be available as part of the Rotax Care program for Rotax 912 iS/c, 915 iS/c, and 916 iS engines. The company said in a news release the result is a listening experience purpose-built for Rotax-powered flight—clearer communications and a more refined cockpit environment overall. READ MORE: Lightspeed Releases Zulu 4 Headset: 'Best Seller Made Even Better' READ MORE: CO Detection on Lightspeed Delta Zulu Proves Its Worth The new profile is designed to be specifically tailored to the acoustic characteristics of Rotax engines and will result in "clearer communication and greater cockpit comfort when flying an aircraft with a Rotax engine." Users of the Lightspeed Delta Zulu headset will be able to take advantage of the new feature later this fall through a firmware update. To enable the Rotax profile once it becomes available, the company said to follow these steps:   Open your Lightspeed App and ensure you are using the latest version. Connect your Lightspeed Delta Zulu via Bluetooth. If a firmware update is available, you will see a prompt on your iOS app. Select "Yes" to begin the update. Allow the update to download and install.

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DIU And Air Force Collaborating On MQ-9A Follow-On
Military/DefenseJul 16, 2:02 PM

DIU and USAF Partner to Develop Modular Massed MQ-9A Reaper Replacement by 2031

Pictured is a U.S. Air Force photo of three MQ-9A Reapers with the 432nd Wing, as they prepare to take off during Exercise Bamboo Eagle 25-3 on Aug. 5, 2025. The Defense Innovation Unit (DIU) and Air Force are collaborating on a project to replace the General Atomics MQ-9A Reaper which, depending on payload, can cost up to $50 million apiece. "The Joint Force's reliance on low density, high-value 'exquisite' –greater than $30 million–manned and unmanned aircraft is unsustainable against adversaries utilizing layered defenses enabled by increasingly low-cost anti-aircraft capabilities," according to a DIU solicitation on a future "massed modular aircraft.” "Crucially, MMA must retain the ability to be outfitted with a variety of payloads, including full motion video sensors, to execute missions that the MQ-9A performs today," DIU said. "By deploying large groups of risk-tolerant MMA, the Joint Force can overwhelm enemy defenses even while experiencing numerous MMA losses. Keeping a constant airborne MMA presence to launch weapons, gather intelligence, perform electronic warfare missions, or relay communications will force an adversary to stay on the defensive. This relentless pressure will exhaust the adversary, forcing them to burn through expensive anti-aircraft missiles and resources faster than they can be replaced." DIU wants a fleet of 20 MMA to achieve initial operational capability by fiscal 2031. Responses to the solicitation are due by July 23. "While the Air Force continues to maximize the value of its existing MQ-9 fleet through targeted repairs and procurement of available airframes to meet current Combatant Commander requirements, long-term planning is increasingly focused on concepts built around mass, maneuver, enduring persistence and distributed lethality," the Air Force said on July 8. "Under this framework, future ISR [intelligence, surveillance, and reconnaissance] capabilities would be designed from the outset to be produced in larger quantities, fielded more rapidly and employed with greater operational risk tolerance than traditional aircraft." "A key element of that vision is the requirement for open systems architecture and modular design," the service said. "Rather than treating interoperability and upgradeability as enhancements added later in development, the Air Force is increasingly viewing these characteristics as foundational requirements from the start." In May, Air Force Maj. Gen. Christopher Niemi, the service's head of force modernization, said that he had approved a requirements document for the MQ-9A follow-on and that the Air Force is looking to adopt, at least in part, the Collaborative Combat Aircraft process for the replacement. "We believe what is possible is to take advantage of modern manufacturing technologies so that we can buy something that is more flexible, lends itself more to open architecture, is more easily produced in mass numbers, and ultimately you could use in a more attritable way," Niemi testified. "The MQ-9 is serving us well in the conflict in the Middle East, but the MQ-9, depending on what sensors are on that, can cost up to $50 million a copy so by getting something that's more modular, we think we can take advantage of an opportunity, if you knew that aircraft was gonna operate in a high threat environment, taking off those packages to drive that cost to a much lower price point," he said. The number of air to ground strikes in Iran by Reapers has far outstripped the number by any other aircraft, Air Force Chief of Staff Gen. Kenneth Wilsbach said in May, yet the Air Force is down to a fleet of 135 MQ-9As, as the service has lost 24 Reapers in the conflict with Iran. The MQ-9A line closed last year, but General Atomics still makes the MQ-9B SkyGuardian and SeaGuardian. The Senate Armed Services Committee's version of the fiscal 2027 defense authorization bill requires the build of at least 45 MQ-9s by the start of fiscal 2029 to meet a minimum requirement of 180. A version of this story originally appeared in sister publication Defense Daily .

MC-21 aircraft taxiing at a Russian airport under cloudy sky
AirlinesJul 16, 1:17 PM

Russian government hikes investment for 63 new domestic aircraft, delivery pushed to 2026-29

Investment figures revised for batch of more than 60 MC-21s, SJ-100s and Tu-214s. Revised Russian government documents detailing investment in the acquisition of more than 60 new-build aircraft have revealed a substantial price hike for the batch. The investment covers the acquisition of 18 Yakovlev MC-21s and 34 SJ-100s, plus 11 Tupolev Tu-214s. These were originally scheduled to be delivered to operators over the course of 2023-25 according to a January 2023 government document on the preferential leasing of domestically-produced aircraft. The document stated that they would be delivered to Aeroflot and Rossiya on 18-year terms through the lessor Aviakapital-Servis. But a revision to the document published on 2 July this year amends several aspects of the transaction. Delays in the development programmes have pushed back the delivery schedule to 2026-29. Although the composition of the 63 aircraft remains the same, the document states that the overall volume of the investment has risen sharply to Rb290.7 billion ($3.7 billion) from the previous figure of Rb175.4 billion. The price of the MC-21 is given as around Rb5.3 billion, up from the prior Rb3.2 billion, and similarly large rises are listed for the other models. According to the revision, the transfer of aircraft from Aviakapital-Servis to operators will start this year, but it only refers to "Russian airlines" rather than identifying Aeroflot and Rossiya. This could relate to Aeroflot Group's apparent shift, in 2024, entirely in favour of the MC-21, after it had previously committed additionally to the SJ-100 and Tu-214. The government document also states that the lease term from Aviakapital-Servis has increased to 22 years.

Atlanta Hartsfield Sued By Shuttle Bus Manager Who Was Viciously Assaulted and Stabbed by Homeless Person Who Shouldn’t Have Been at Airport
Aviation SafetyJul 16, 11:55 AM

Atlanta Hartsfield Shuttle Bus Manager Sues City After Stabbing by Homeless Attacker

A shuttle bus manager who was violently assaulted, stabbed, and slashed by a homeless person as he defended a female bus driver at Atlanta Hartsfield International Airport (ATL) is suing the City of Atlanta for negligence, accusing the city of not doing enough to ban law-breaking vagrants from the world’s busiest airport in the months before the attack. Kwan Lawrence had only been working as a shuttle bus manager at ATL for a month before the violent and sustained assault that left him with a stab wound to his eye, a deep laceration across his nose, and a broken right wrist. Lawrence now lives with Post-Traumatic Stress Disorder from the attack, anxiety, and sleep disorders. His medical bills since the September 2024 assault have now exceeded $80,000. According to a recently filed lawsuit in the Superior Court of Fulton County, which covers Atlanta Hartsfield, Lawrence’s attorney says the airport had experienced a “significant problem with homeless persons coming to and being present at the Airport without purpose to be there,” for several years. The lawsuit alleges that homeless people were responsible for “serious criminal activity at the Airport premises, including numerous assaults on passengers and employees present at the Airport.” The Airport, which is owned by the City of Atlanta, did not, however, take reasonable steps to prevent this criminal activity, the lawsuit alleges. On September 11, 2024, Lawrence was on duty in the main terminal when he received a report from a shuttle bus driver that a homeless person was riding her shuttle and acting in a “hostile manner” towards her and other passengers, including making “lewd, sexually threatening comments” towards the driver. Lawrence called the driver to return to the terminal, which she immediately did. When the bus pulled up at the terminal, the perpetrator initially got off the bus. Lawrence stood between the driver and the bus entrance as the perpetrator continued to make threatening comments towards the driver. Lawrence told the homeless person that he wasn’t allowed back on board the bus, at which point the perpetrator threatened to kill Lawrence. He then attempted to reboard the bus. Lawrence stood in his way and was subjected to a violent assault. The aftermath of the vicious assault suffered by Kwan Lawrence. The perpetrator pulled a knife on Lawrence, slashing him across the face and stabbing him above the eye. In the melee, Lawrence broke his right wrist. Lawrence had to be rushed to the hospital, while the perpetrator was allowed to flee the scene on foot. Only in the wake of this incident did the City of Atlanta set up a task force to combat homelessness at the airport. “Defendant [the City of Atlanta] knew or should have known that a significant number of violent crimes had been committed on the Airport premises related to the problem of homeless persons loitering on the Airport premises and engaging in criminal activity,” the lawsuit continues. The complaint alleges that the City was negligent in failing to protect passengers and employees from this criminal activity. Unfortunately, it’s not just Atlanta Hartsfield that has seen a spike in homeless persons using its facilities in recent years. A number of major airports around the world have experienced serious issues, and some have gone to great lengths to stop homeless persons from using terminal buildings as a shelter. Last May, for example, it emerged that Madrid Barajas Airport in Spain was stationing security guards at every single entrance and exit to the terminals after the number of homeless people sleeping at the airport had swelled to 500 per night. Entry to the terminal building is now only permitted with a boarding pass and loved ones must say goodbye to their loved ones at the entrance. Spain’s state-owned airport operator Aena slammed the Madrid City Council for not doing enough to help it address the problem, accusing local lawmakers of being negligent.

Brussels Airlines appoints ITA Airways executive as new CEO
AirlinesJul 16, 9:17 AM

Brussels Airlines to Welcome ITA Airways Executive Lorenza Maggio as New CEO

Brussels Airlines has appointed ITA Airways executive Lorenza Maggio as its new CEO after the current head Dorothea von Boxberg requested to leave the company. On July 16, 2026, Brussels Airlines owner Lufthansa Group announced that von Boxberg would step down from her role on August 31, 2026, while the date for Maggio's transition is yet to be finalized. Maggio has been a member of the Board of Directors of ITA Airways since January 2025 and is the carrier's Chief Strategy and Integration Officer. Previously Maggio served as Vice President Sales, overseeing sales for the Lufthansa Group's network airlines in Europe (excluding home markets), the Middle East, and Africa. Lufthansa Group "Lorenza Maggio is a highly accomplished and internationally experienced airline executive," Dieter Vranckx, CCO of the Lufthansa Group. "She knows the industry and our group from various leadership positions at different companies. With her proven expertise, she will lead Brussels Airlines as an integrated hub airline within the Lufthansa Group." He added: "I am particularly pleased that we were able to appoint a successor from within our own ranks, following Dorothea von Boxberg, whom I wish to thank sincerely for her many years of successful service to the Lufthansa Group." RELATED MBDA recruits seasoned executive Jean-Brice Dumont from Airbus as new CEO

Air Atlantis: Remembering The Portuguese Charter Airline
Technology/eVTOLJul 16, 9:04 AM

Air Atlantis, Portuguese Charter Airline, Shaped 1980s European Holiday Travel

For many plane spotters who frequented regional airports during the late 1980s and early 1990s, the sight of an Air Atlantis aircraft arriving from Portugal remains a fond memory. Wearing an attractive green-and-white livery and operating a fleet of Boeing 727s and 737s, the airline became a familiar visitor at airports across the UK and Europe during the package holiday boom. Although Air Atlantis existed for less than a decade, it played an important role in Portuguese aviation and helped support the rapid growth of tourism to the Algarve and Madeira before eventually being absorbed back into its parent company. The Birth of Air Atlantis Air Atlantis Boeing 707 at Birmingham. Photo: simon butler Air Atlantis was established in 1985 as a wholly owned subsidiary of Portugal’s flag carrier, TAP Air Portugal. During the 1980s, demand for leisure travel from northern Europe to Portugal was growing rapidly, particularly from the United Kingdom, Germany and Scandinavia. Rather than use its mainline fleet on charter operations, TAP created a dedicated airline that could focus entirely on the booming holiday market while allowing the parent airline to concentrate on scheduled international services. Based at Lisbon Airport, Air Atlantis began operations in 1986 and quickly became a major player in Portugal’s charter sector. Charter Flights Across Europe Air Atlantis 727-200. Photo: Rob Hodgkins The airline’s business centred on flying holidaymakers from across Europe to Portugal’s popular resort destinations. Flights linked cities throughout Britain, Ireland, Germany, France, Belgium, the Netherlands and Scandinavia with Lisbon, Faro, Funchal and Porto, carrying thousands of package holiday passengers every summer. British enthusiasts regularly saw Air Atlantis aircraft at airports including Manchester, Birmingham, Glasgow, Newcastle, East Midlands, Bristol, Bournemouth and many other regional airports. Their flights were often operated on behalf of major tour operators, meaning the airline became a familiar sight despite never operating scheduled services of its own. As well as leisure flights, Air Atlantis occasionally undertook ad hoc charter work and aircraft leasing for other airlines when demand required. The Air Atlantis Fleet Pedro Aragão, CC BY-SA 3.0 GFDL, via Wikimedia Commons Air Atlantis operated a fleet mostly in line with its parent, TAP Air Portugal, through whom it mostly procured its aircraft. In fact, the airline’s livery closely resembled that of the parent carrier through its use of white, green and red, reflecting the Portuguese flag. Air Atlantis began operations with Boeing 707-300, 727-100 and 737-200 aircraft in 1985. It later added Boeing 727-200 and 737-300 types as the fleet grew. In total, 19 aircraft were operated by Air Atlantis between 1985 and 1989. Perhaps the airline’s greatest attraction for enthusiasts was its fleet. The aircraft were configured in high-density seating layouts to maximise passenger capacity. Part of the Golden Age of Charter Flying Air Atlantis arrived at a time when charter airlines were flourishing across Europe. During the late 1980s, airports around the UK welcomed a fascinating variety of leisure carriers every summer. Britannia Airways, Dan-Air, Air Europe, Monarch, TEA, Spantax and many others regularly appeared alongside overseas operators such as Air Atlantis. For plane spotters, this meant regional airports often offered far greater variety than they do today, with unusual airlines and aircraft arriving from across Europe on weekly holiday flights. Why Did Air Atlantis Disappear? After Air Atlantis was closed down some of its fleet merged back into TAP Air Portugal. Photo: Aero Icarus By the early 1990s, the European airline market was changing rapidly. Charter and scheduled operations were becoming increasingly integrated, while deregulation created new opportunities for airlines to operate more flexibly. In 1993, TAP decided to wind up Air Atlantis and bring its charter activities back under the main airline. The fleet was gradually dispersed, with several aircraft finding new homes elsewhere around the world. Although the airline disappeared after only seven years, it left behind fond memories for enthusiasts who photographed its aircraft during the golden age of European package holidays. Do you remember seeing Air Atlantis at your local airport? Did you ever fly on the airline? Leave a comment below! For more articles on historic airlines and aircraft, remember to sign up for our free newsletter below! Title image: Maarten Visser

Lightspeed Adds Rotax-Specific Audio Profile to Delta Zulu Headset
AirlinesJul 16, 6:00 PM

Lightspeed Introduces Rotax-Specific Audio Profile for Delta Zulu Headsets

One of the challenges for pilots who fly multiple aircraft is finding a headset that works well with the powerplant. Lightspeed Aviation , one of the industry leaders in customizable headsets, is now offering the first Rotax-specific audio and automatic noise reduction (ANR) profile for the Lightspeed Delta Zulu model. According to Lightspeed, as part of this collaboration, the Rotax-optimized profile will be available as part of the Rotax Care program for Rotax 912 iS/c, 915 iS/c, and 916 iS engines. The company said in a news release the result is a listening experience purpose-built for Rotax-powered flight—clearer communications and a more refined cockpit environment overall. READ MORE: Lightspeed Releases Zulu 4 Headset: 'Best Seller Made Even Better' READ MORE: CO Detection on Lightspeed Delta Zulu Proves Its Worth The new profile is designed to be specifically tailored to the acoustic characteristics of Rotax engines and will result in "clearer communication and greater cockpit comfort when flying an aircraft with a Rotax engine." Users of the Lightspeed Delta Zulu headset will be able to take advantage of the new feature later this fall through a firmware update. To enable the Rotax profile once it becomes available, the company said to follow these steps:   Open your Lightspeed App and ensure you are using the latest version. Connect your Lightspeed Delta Zulu via Bluetooth. If a firmware update is available, you will see a prompt on your iOS app. Select "Yes" to begin the update. Allow the update to download and install.

MC-21 aircraft taxiing at a Russian airport under cloudy sky
AirlinesJul 16, 1:17 PM

Russian government hikes investment for 63 new domestic aircraft, delivery pushed to 2026-29

Investment figures revised for batch of more than 60 MC-21s, SJ-100s and Tu-214s. Revised Russian government documents detailing investment in the acquisition of more than 60 new-build aircraft have revealed a substantial price hike for the batch. The investment covers the acquisition of 18 Yakovlev MC-21s and 34 SJ-100s, plus 11 Tupolev Tu-214s. These were originally scheduled to be delivered to operators over the course of 2023-25 according to a January 2023 government document on the preferential leasing of domestically-produced aircraft. The document stated that they would be delivered to Aeroflot and Rossiya on 18-year terms through the lessor Aviakapital-Servis. But a revision to the document published on 2 July this year amends several aspects of the transaction. Delays in the development programmes have pushed back the delivery schedule to 2026-29. Although the composition of the 63 aircraft remains the same, the document states that the overall volume of the investment has risen sharply to Rb290.7 billion ($3.7 billion) from the previous figure of Rb175.4 billion. The price of the MC-21 is given as around Rb5.3 billion, up from the prior Rb3.2 billion, and similarly large rises are listed for the other models. According to the revision, the transfer of aircraft from Aviakapital-Servis to operators will start this year, but it only refers to "Russian airlines" rather than identifying Aeroflot and Rossiya. This could relate to Aeroflot Group's apparent shift, in 2024, entirely in favour of the MC-21, after it had previously committed additionally to the SJ-100 and Tu-214. The government document also states that the lease term from Aviakapital-Servis has increased to 22 years.

Why Has the Airbus A220 Replaced the A319neo?
Business AviationJul 14, 1:18 PM

Airbus A220 Outpaces A319neo as Preferred 100-150 Seat Narrowbody

For years, the Airbus A319 occupied an important niche in the European manufacturer’s single-aisle family. It offered airlines the commonality of the larger A320 while providing fewer seats for thinner routes, making it popular with carriers such as easyJet, American Airlines, United Airlines, Lufthansa and British Airways. When Airbus launched the A320neo family in 2010, it naturally included an updated A319neo. Yet, more than a decade later, the smallest member of the family has become little more than a footnote. Instead, the Airbus A220 has emerged as the aircraft of choice in the 100-150 seat market, to the point where Airbus executives are increasingly positioning it as the company’s smallest mainstream narrowbody, leaving the A319neo with only a tiny order book. So why did this happen? The A319neo Was Never Designed for This Market The biggest challenge facing the A319neo is that it wasn’t designed from scratch. Like the A318, A319, A320 and A321 before it, the A319neo is based on a fuselage that first flew in 1987. While the addition of new engines, sharklets and aerodynamic improvements significantly reduced fuel burn, the aircraft remained a shortened version of a larger design. That brings inevitable compromises. The aircraft carries much of the same wing, landing gear and systems as its larger siblings, meaning its structural weight is relatively high for the number of passengers it carries. Those costs are spread across fewer seats than an A320neo or A321neo, making the economics less attractive. By contrast, the A220 was conceived specifically for this market. Originally developed by Bombardier as the CSeries , it was designed around modern lightweight structures, advanced aerodynamics and Pratt & Whitney geared turbofan engines from the outset. Every aspect of the aircraft was optimised for carrying between around 100 and 150 passengers efficiently. Airlines Want Efficiency Above All Else For airlines, cost per seat is everything. Although the A319neo delivers substantial fuel savings over the previous-generation A319ceo, it simply cannot match the purpose-built efficiency of the A220 on many missions. The A220 is lighter, burns less fuel per passenger on typical short- and medium-haul sectors, and offers lower operating costs in the market segment that both aircraft target. For airlines looking to replace ageing Airbus A319s, Boeing 737-700s, Embraer 190s or regional jets, the A220 increasingly became the obvious choice. Passengers Prefer the A220 The A220 hasn’t just won over airlines, it has also become a favourite with passengers. Its five-abreast cabin (2-3 seating) means there is only one middle seat in each row, while wider seats, larger windows, lower cabin noise and generous overhead bins create a noticeably more modern travelling experience. Airbus says the A220 consistently achieves some of the highest passenger satisfaction scores among airline fleets, making it attractive not only for operating economics but also for customer experience. The Market Has Moved Upwards Ironically, another factor has worked against the A319neo: airlines now want larger aircraft. As airports become busier and pilot shortages persist in many regions, airlines increasingly maximise each slot by using larger aircraft. Within Airbus’ own product line, the A321neo has become the runaway success story, attracting the majority of new orders, while the A320neo continues to dominate the middle of the market. The A319neo has effectively been squeezed from both directions. Airlines needing around 140 seats increasingly favour the A220-300, while those wanting more capacity simply move up to the A320neo or A321neo. There is very little room left in the middle for the A319neo. Orders Tell the Story Perhaps the clearest evidence comes from the sales figures. The A319neo has attracted only a handful of orders compared with its larger siblings, with several customers converting their commitments to larger A320neo-family aircraft instead. Today, only a small number are in airline service, primarily with operators in China. The A220, meanwhile, has enjoyed steadily growing success since Airbus took over the former Bombardier programme in 2018. The family has now surpassed 1,000 firm orders and is operated by airlines including Delta Air Lines, Air France, JetBlue, airBaltic, Swiss and Air Canada, with Airbus continuing to ramp up production. Could the A220 Become Even More Important? The A220’s influence may not stop here. Airbus is actively studying a stretched A220-500 , which would add around five additional rows of seating and move the aircraft closer to today’s A320neo in capacity. Airline interest has been strong, and Airbus has indicated it is evaluating what it describes as a relatively “simple” stretch once production of the existing variants reaches higher rates. If launched, the A220-500 could place even greater pressure on the lower end of the A320neo family, reinforcing the A220’s position as Airbus’ dedicated aircraft for the smaller single-aisle market. The Right Aircraft at the Right Time The A319neo isn’t a poor aircraft. In many ways, it is exactly what Airbus intended it to be: a modernised version of a proven airliner. The problem is that the market changed. Airlines no longer wanted a shortened derivative when a clean-sheet alternative existed that offered lower operating costs, a better passenger experience and performance tailored specifically to the 100-150 seat sector. For Airbus, acquiring the Bombardier CSeries programme may prove to have been one of its smartest strategic decisions. Rather than forcing the A319neo to compete in a market for which it was never truly optimised, the manufacturer now has an aircraft purpose-built for the role. As a result, the A220 hasn’t merely complemented the A319neo, it has effectively replaced it.

Markwayne Mullin’s DHS Pushes Ahead With Plans to Start Its Own ‘ICE Air’ Deportation Airline
Business AviationJul 11, 12:19 PM

DHS Advances Plans for Its Own Deportation Airline Named ICE Air

The Department of Homeland Security (DHS) is pushing ahead with plans to create its own ‘ICE Air’ deportation airline, new filings by the federal agency have revealed. Last year, DHS said it planned to buy up to six planes to carry out deportation flights, rather than relying solely on contracted agencies like GlobalX, Omni Air International, and Avelo (the latter of which dumped its ICE deportation contract). In a notice to potential contractors who will help DHS run ICE Air, the agency said it planned to operate Boeing 737 and Gulfstream 650ERs or equivalent “to enable safe, reliable, and secure air operations in support of DHS missions.” The primary missions, however, will be deportation flights, voluntary repatriations, and high-risk charter operations, as well as the deployment of crisis response personnel, and flying senior DHS leaders like Administrator Markwayne Mullin around the country. The contractor for ICE Air will be expected to provide pilots and flight attendants, along with flight nurses and security personnel, when required. According to the document, ICE Air is expected to be operational by July 28, 2027. As it stands, the airline will launch with seven Boeing 737-700s and two C-37B aircraft. DHS says it reserves the right to expand its fleet later into the contract. While DHS has established that it wants to conduct deportation flights around-the-clock, 365 days a year, it still hasn’t worked out whether it wants to operate ICE Air from a single operating base or have the aircraft spread out across multiple airports. One idea that DHS is considering is a ‘hub and spoke’ model, much like commercial airlines fly passengers from regional airports into one of their ‘hubs’ and then back out to the passenger’s final destination. ICE Air was the brainchild of former DHS Administrator Kristi Noem, who spent $200 million of taxpayer money on a pair of "top-of-the-line" luxury Gulfstream G700 private jets. Noem justified the expense on the grounds that they could be used for deportation flights, although they were only then used to fly her around the country.

Embraer Reports Best Second Quarter Deliveries In 16 Years
Business AviationJul 6, 8:19 PM

Embraer Achieves Highest Second-Quarter Aircraft Deliveries Since 2010

Embraer delivered 65 aircraft in the second quarter of 2026, its highest second-quarter delivery total in 16 years, according to a July 2 company report. The total was up from 44 aircraft in the first quarter and from 61 aircraft in the same period last year. The company said the increase was supported in part by its production leveling efforts, which are aimed at spreading deliveries more evenly through the year. Commercial Aviation accounted for 20 deliveries during the quarter, including six E195-E2s, doubling the 10 aircraft delivered in the first quarter. Executive Aviation delivered 45 aircraft, compared to 29 in the first quarter and 38 in the second quarter of 2025. Through the first half of 2026, Embraer delivered 109 aircraft, up from 91 during the same period last year. There were no Defense & Security deliveries during the quarter. Embraer said it continues to expect 80 to 85 commercial aircraft deliveries and 160 to 170 executive aircraft deliveries for the year.

Boeing builds momentum with 737 Max, 777-9 and production advances ahead of Farnborough
Aviation SafetyJul 16, 2:57 PM

Boeing advances 737 Max and 777-9 programs with key system redesigns and production ramp-up

Executives detail redesigns of the 737 Max’s engine anti-ice and angle-of-attack systems, alongside flight-test headway with new widebody-twin. Ahead of this year’s signature aviation event in Farnborough, Boeing has more wind at its back than at any time in recent memory. The company has hiked production to rates not seen in years, finalised two 737 Max system updates and is close to securing the Max 7’s long-delayed certification, with approval for the Max 10 to follow. Boeing also just opened a new 737 production line in Everett and is ticking off regulatory boxes for certification of its delayed 777-9. Executives have disclosed more about those programmes in recent days, while insisting the airframer has made progress addressing quality and cultural issues. Boeing has said it expects the Federal Aviation Administration will certificate the Max 7 this summer, although on 9 July The Wall Street Journal reported that the approval could come as early as this month. Boeing vice-president of 737 development Chris Payne says the company has now completed all Max 7 certification flight tests and 95% of “certification deliverables” due to the Federal Aviation Administration (FAA). Anti-Ice Redesign He also detailed the redesign of the 737 Max’s engine anti-ice system, a change required because the existing system in certain circumstances can cause engine inlet inner barrels to overheat. The changes notably involve installing “turbulators” on the forward fan case that sits ahead of the Max’s twin CFM International Leap-1B engine. The turbulators are “literally a washer and fastener that go through the inlet in a circumferential row around the engine”, says Payne. Their purpose is to make air entering the engine swirl, which draws in colder air and reduces the temperature “at the critical point” by 93°C (200°F). “It does a fantastic job of really taking care of the temperature conditions,” Payne says. “It’s a highly integrated solution for the aircraft and the engine.” The redesign also includes replacing the forward fan case, which has “acoustic perforations” intended to reduce noise, with a perforation-free “hard-walled” case. Contrary to expectations, those perforations did not reduce noise; the hard-walled case is actually quieter and the change ensures sufficient “fan-flutter margin”, says Boeing senior vice-president of development programmes Mike Sinnett. The anti-ice redesign also includes a new “flow restrictor”, limiting how much hot air strikes critical components, insulation blankets around inlet ducts, circuit breakers, wiring, a “fault redundancy” pressure switch and an integrated air systems controller for the engine anti-ice valve. “We have done all of the [anti-ice] certification testing. We’ve done all the analysis, all the flying, all the lab testing,” Payne says. “We’ve submitted almost all of the deliverables for it. We’re just in the last throes of getting certified.” With the 737 Max 10 Boeing will introduce its “enhanced AoA” system. Source: AirTeamImages Payne says Boeing has meanwhile completed 98% of the Max 10’s flight-test programme. It has two planned flight tests remaining and should complete those this quarter, putting the company on track to achieve certification for the variant before year-end. Payne also says that last quarter Boeing completed level 3 of the Max 10’s “development assurance” work – the regulatory framework used to demonstrate adherence to processes. It has also finished 60% of Development Assurance Level 4 (the final level), and expects to be done this quarter. Additionally, Boeing has submitted 30% of required documents for the Max 10’s system safety analysis, Payne adds. With the Max 10, Boeing is introducing another change, to the angle of attack (AoA) system. It undertook that project because two Max 8 crashes, in 2018 and 2019, revealed that failure of one of the Max’s two external AoA sensors can trigger the Maneuvering Characteristics Augmentation System (MCAS), which trims the aircraft nose-down and is supposed only to activate to counteract excessive nose-up pitch. That sequence preceded both Max crashes, putting those jets into dives from which the pilots did not recover. In addition to MCAS issues, investigators cited pilot workload as contributing to the accidents. That is because AoA failures can activate the stall-warning stick shaker even if the aircraft is not stalling and prompt “five different” cockpit warnings, including false alarms, says Boeing 737 deputy chief test pilot Bill Quashnock. For that reason, Boeing developed its “enhanced AoA” for the 10. The redesign simplifies “flight deck effects” by identifying AoA faults, inhibiting stick shake and displaying a simple message to pilots: “AoA Fault”. “Our engineers have run all the simulations, showing that for pretty much every conceivable error that we know, the monitors will catch it,” Quashnock says. As a backup, Boeing’s enhanced AoA system includes a cockpit switch for pilots to deactivate the stick shaker. Following Max 10 certification, Boeing will deliver other Max models with the improved system, and within two years retrofit in-service jets. Boeing has for two years been delivering Max with “provisions” enabling technicians to complete the updates in as little as 2h. Some 1,200 jets, about half of the in-service fleet, have those provisions. Updates to other aircraft will take several days, Boeing says. Boeing’s North Line became operational on 6 July when workers started assembling a 737 Max 10 for WestJet. Source: Jennifer Buchanan/Seattle Times/Pool Perhaps the most visible sign of Boeing’s upswing lies within Everett hangar space that until several years ago housed 787 assembly (a jet now built entirely in South Carolina). On 6 July, Boeing began operating a 737 Max assembly line in that space, adding to three lines in Renton. The company says the extra space will allow it to ramp 737 output from 47 to 52 jets monthly, with additional rate hikes to follow. "Long term, we really want to use the space to support the [Max] 10,” says Boeing Commercial Airplanes chief executive Stephanie Pope. Though the 777-9’s approval is seven years behind Boeing’s original schedule, executives insist the project is progressing, noting the company has completed half planned 777-9 certification flight tests. It aims to start delivering 777-9s next year. Boeing 777-9 vice-president Terry Beezhold notes many certification flight tests require the aircraft be in its final configuration. Boeing has made several updates to the jet in recent years, contributing to delays. “We’ve had a number of lay-ups throughout our test programme, updating the aircraft from its original build,” he says. “We are in the final phases of completing those lay-ups.” Two 777-9 test aircraft (WH001 and WH002) are now in the “final certification configuration”. WH001 is ready to begin certification flight tests and WH002 will come online in “a couple of weeks”, Beezhold says. Boeing is now working through the final step, stage 5, of the 777-9’s Type Inspection Authorization (TIA) – the document confirming an aircraft meets certification requirements and approving certification flight tests. Historically the FAA approves TIAs in their entirety but has been approving the 777-9’s authorisation in stages. When all primary 777-9 certification work is complete, Boeing will turn its focus to securing 180min ETOPS (extended twin-engined operations) approval for the type. It may later work with airlines to receive longer-duration approvals, Beezhold says

Atlanta Hartsfield Sued By Shuttle Bus Manager Who Was Viciously Assaulted and Stabbed by Homeless Person Who Shouldn’t Have Been at Airport
Aviation SafetyJul 16, 11:55 AM

Atlanta Hartsfield Shuttle Bus Manager Sues City After Stabbing by Homeless Attacker

A shuttle bus manager who was violently assaulted, stabbed, and slashed by a homeless person as he defended a female bus driver at Atlanta Hartsfield International Airport (ATL) is suing the City of Atlanta for negligence, accusing the city of not doing enough to ban law-breaking vagrants from the world’s busiest airport in the months before the attack. Kwan Lawrence had only been working as a shuttle bus manager at ATL for a month before the violent and sustained assault that left him with a stab wound to his eye, a deep laceration across his nose, and a broken right wrist. Lawrence now lives with Post-Traumatic Stress Disorder from the attack, anxiety, and sleep disorders. His medical bills since the September 2024 assault have now exceeded $80,000. According to a recently filed lawsuit in the Superior Court of Fulton County, which covers Atlanta Hartsfield, Lawrence’s attorney says the airport had experienced a “significant problem with homeless persons coming to and being present at the Airport without purpose to be there,” for several years. The lawsuit alleges that homeless people were responsible for “serious criminal activity at the Airport premises, including numerous assaults on passengers and employees present at the Airport.” The Airport, which is owned by the City of Atlanta, did not, however, take reasonable steps to prevent this criminal activity, the lawsuit alleges. On September 11, 2024, Lawrence was on duty in the main terminal when he received a report from a shuttle bus driver that a homeless person was riding her shuttle and acting in a “hostile manner” towards her and other passengers, including making “lewd, sexually threatening comments” towards the driver. Lawrence called the driver to return to the terminal, which she immediately did. When the bus pulled up at the terminal, the perpetrator initially got off the bus. Lawrence stood between the driver and the bus entrance as the perpetrator continued to make threatening comments towards the driver. Lawrence told the homeless person that he wasn’t allowed back on board the bus, at which point the perpetrator threatened to kill Lawrence. He then attempted to reboard the bus. Lawrence stood in his way and was subjected to a violent assault. The aftermath of the vicious assault suffered by Kwan Lawrence. The perpetrator pulled a knife on Lawrence, slashing him across the face and stabbing him above the eye. In the melee, Lawrence broke his right wrist. Lawrence had to be rushed to the hospital, while the perpetrator was allowed to flee the scene on foot. Only in the wake of this incident did the City of Atlanta set up a task force to combat homelessness at the airport. “Defendant [the City of Atlanta] knew or should have known that a significant number of violent crimes had been committed on the Airport premises related to the problem of homeless persons loitering on the Airport premises and engaging in criminal activity,” the lawsuit continues. The complaint alleges that the City was negligent in failing to protect passengers and employees from this criminal activity. Unfortunately, it’s not just Atlanta Hartsfield that has seen a spike in homeless persons using its facilities in recent years. A number of major airports around the world have experienced serious issues, and some have gone to great lengths to stop homeless persons from using terminal buildings as a shelter. Last May, for example, it emerged that Madrid Barajas Airport in Spain was stationing security guards at every single entrance and exit to the terminals after the number of homeless people sleeping at the airport had swelled to 500 per night. Entry to the terminal building is now only permitted with a boarding pass and loved ones must say goodbye to their loved ones at the entrance. Spain’s state-owned airport operator Aena slammed the Madrid City Council for not doing enough to help it address the problem, accusing local lawmakers of being negligent.

My Worst, Most Memorable Flights Ever, From The Scary To The Awkward
Aviation SafetyJul 15, 11:34 PM

Passenger recounts worst flights including frightening Royal Jordanian storm and hostile TAAG service

Over the years, I've flown well over five million miles, across a countless number of airlines. Obviously there's some variance between flights, but for the most part, things go pretty smoothly, and not much catches me off guard. Of course some flights are more memorable than others. I typically make lists with what I consider to be my best flight experiences, though in this post, I figure it's fun to maybe share some of the worst flight experiences I've had over the years. The focus with this list is on flights that were memorable in a negative way, rather than just being bad in line with expectations. In other words, the list won't have flights where I flew economy on an ultra low cost carrier, and the legroom was limited. Heck, I'm not even including most of the things I've experienced over time that are strange and uncomfortable but that happen, which may rattle the average traveler, from engine failures, to lightning strikes, to deaths onboard, to people being removed from flights in handcuffs. I'm also not including things like Air India first class or Pakistan International Airlines business class , which are known to be subpar, so I came in with low expectations. Longtime OMAAT readers may remember some or all of these. So here we go, in no particular order… My Royal Jordanian flight from hell In March 2013, I flew Royal Jordanian's A330 business class on what was supposed to be a routine fifth freedom flight from Bangkok (BKK) to Hong Kong (HKG), and it ended up being the scariest flight of my life . Bad weather, lightning strikes, turbulence, etc., don't generally scare me, but I've never experienced anything like this before. We spent around 30 minutes circling at a low altitude in what can only be described as the worst weather I've ever experienced. If you've seen Air Crash Investigation, this part of the flight felt like something right out of the show. I can't even describe the level of turbulence, hail was battering the fuselage, and the cabin was otherwise so eerily quiet, aside from people praying and crying. Some of the flight attendants were in the jump seats crying. It's hard to explain, but it's the only time in my life where I thought I wasn't going to survive a flight. When the plane finally touched down in Hong Kong, I was literally crying (as were most other passengers). One of the business class flight attendants was in the cockpit for the entire approach. In addition to her makeup being all over her face (as if she had been crying), she commented how the captain said that was going to be his last flight. I imagine that wasn't actually serious, but it wasn't a joke either… Following that flight, I developed a fear of flying , whereby for most of the rest of the year, I was terrified every time that I stepped on a plane. Fortunately I eventually got over it , but I hope I never have a flight like that again. Little did I know how this flight would end up TAAG Angola Airlines' first class "service" I love trying new airlines, and in March 2018, I was delighted to fly TAAG Angola Airlines' 777 first class from Luanda to Sao Paulo. Unfortunately a short while after boarding, the purser became very concerned about my picture taking, to the point that he aggressively approached me and demanded I delete all my pictures. He even demanded to see both my camera roll and phone notepad, and even got the captain involved. The whole situation was incredibly awkward, though even beyond that, service was quite lousy. For example, when I woke up in the morning, I wasn't greeted with a smile and asked how my sleep was. Instead, I was scolded. "Why did you sleep so long? We only have 30 minutes, you need to eat fast. I give you 10 minutes." I didn't even ask to have breakfast! Meanwhile the TAAG employees seated in first class received great service, for the record… What the TAAG crew didn't want you to see! Lufthansa purser accuses me of recording crew I'm an introvert who doesn't enjoy conflict, and doesn't want to make people feel uncomfortable. In January 2018, I flew Lufthansa's A320 business class from Zurich to Frankfurt, and as the crew was performing their safety demonstration, they suddenly stopped, and exchanged a few words. Hmmm, I found that odd, and wondered what was going on. Then the purser approached me, and accused me of videotaping the crew . That was simply false and baseless — like, I don't take pictures of people. She argued with me a bit, and then I insisted on showing her my camera roll, so she could see I hadn't done that. Rather than apologizing for the misunderstanding, she simply walked off. I felt embarrassed and super uncomfortable. When she later came around to serve me, I politely told her that I didn't appreciate the way she handled that situation, and that I felt embarrassed by the way she treated me. She then became defense, claiming she hadn't "accused" me of anything, but instead, simply "asked." I didn't in any way record the crew! Disappointment in China Southern first class In February 2014, I flew China Southern's A380 first class from Los Angeles to Guangzhou, which I was looking forward to, as an A380 enthusiast. It was just a really bad experience , not at all in line with what you'd expect in first class. It's not that the crew wasn't friendly, but rather, it's that there was clearly a lack of training and investment in the product. For example, China Southern's first class champagne on its flagship route was Duc de Paris, which retailed for $5 per bottle at the time. The review ended up going much more viral than I was expecting, and to save face, management took action. The company apparently issued an internal memo about it, and even reportedly demoted and punished the crew , which I feel horribly about. Like I said, any shortcomings in service were due to a lack of training, rather than due to a lack of effort on the part of the crew. Ah, Duc de Paris! Awkwardness in Oman Air business class In January 2024, I flew Oman Air's A330 business class from Muscat to Frankfurt. I'm a huge fan of Oman Air, and on a good day, the airline is exceptional. However, this wasn't a good day, and the flight attendant working my section of business class was really… not good, or happy to be there. OMAAT readers often tell me I'm too passive when things go wrong, so I thought "okay, let me try to embrace that feedback." So at the end of the flight, I shared my feedback with the cabin manager… and it instantly got awkward . He got a little defensive, but then walked off. Moments later, the flight attendant who had provided the bad service approached me, and basically confronted me about my feedback. It was beyond awkward, because she was basically gaslighting me into thinking that I was wrong, and that her service was actually great. This interaction reminded me of why I'm an introvert, and avoid escalating situations. Oman Air wasn't having a good day A lack of grace in Singapore Airlines first class Ah, remember Singapore Airlines' "Megatop" Boeing 747s? What a joy they were to fly. I'm not even sure what year this goes back to, but I'd say somewhere around 2010 I was flying Singapore Airlines first class from New York to Frankfurt. It was a mostly normal flight, except for the woman who was seated in the first row. I didn't think much of it at first, until her entourage kept coming up to check on her. Then the guy seated across from me said to me (in Germany) "what a pig," in reference to her (which in German is even more of an insult than it is in English). Later I realized what was going on, and that this passenger was in fact "Gucci" Grace Mugabe , the (at this point former) first lady of Zimbabwe, who has quite the reputation, to put it mildly. Her entourage kept coming up to her, and she was incredibly rude to the crew. At one point she even sort of slammed her hand on the tray table and said "get me more caviar." Ms. Gucci wasn't showing much grace on Singapore Airlines Bottom line Obviously not all fli

This 2015 CubCrafters Carbon Cub SS Is a Rugged ‘AircraftForSale’ Top Pick
Military/DefenseJul 16, 5:00 PM

2015 CubCrafters Carbon Cub SS Offers Rugged Performance and Modern Avionics

Every day, the team at Aircraft For Sale chooses an airplane that catches our attention because it is unique, a good deal, or has other qualities we find interesting. You can read Aircraft For Sale: Today's Top Pick at FLYINGMag.com daily. Today's Top Pick is a 2015 CubCrafters Carbon Cub SS. Renowned for combining classic Cub DNA with modern engineering, the Carbon Cub SS delivers the kind of performance that turns every takeoff into a thrill. Built with ultralight composite materials, this model features a power-to-weight ratio that outperforms nearly all of its contemporaries, allowing it to leap off short strips and climb aggressively. This 2015 example presents a fantastic opportunity for backcountry pilots who crave responsive, stick-and-rudder fun in remote environments. Based in Alabama, the airframe has been lightly flown, showing just 370 total hours since new (TTSN). It is heavily equipped for off-airport operations, featuring an Alpha Omega suspension system, heavy-duty cabane vee, 3200-type steerable tailwheel, Alaskan Bushwheel tail spring, and massive 26-inch Airstreak tundra tires. Behind the stick, the cockpit is anchored by an Executive Glass Package. The panel boasts a Garmin G3X primary flight display alongside a Garmin GDU 370 PFD/MFD equipped with SiriusXM weather and radio. Reducing pilot workload on longer cross-country legs, the aircraft is also fitted with a Garmin GFC 500 autopilot. Communication and airspace compliance are completely covered by a Garmin SL40 comm transceiver, GTX 23ES transponder, and  Garmin GDL39R ADS-B Out receiver. 2015 CubCrafters Carbon Cub SS [Credit: Aerista] The aesthetic is just as impressive as the performance, featuring a striking navy-over-white signature paint scheme capped off by a checkerboard rudder. The interior offers a navy-and-slate vinyl setup, configured with an E-LSA single-seat conversion. Additional utilitarian comforts include an extended baggage compartment with an access door, dual USB ports, and Reiff engine preheater for easy cold-weather starts. Ready for immediate wilderness adventures, the aircraft recently underwent a condition inspection in April 2026. Listed at $249,900 , this 2015 CubCrafters Carbon Cub SS serves as the ultimate ticket for pilots seeking uncompromising STOL capability and genuine backcountry freedom. If you're exploring ownership options, FLYING Finance can help get you airborne. Use our airplane loan calculator to estimate your monthly payments, or connect with an aviation finance expert at flyingfinance.com . FLYING Magazine: Carbon Cub Pilot Takes STOL to the Extreme With Helipad Landing FLYING Magazine: CubCrafters Delivers 1,000th Aircraft Plane + Pilot: Carbon Cub SS Plane + Pilot: CubCrafters XCub: Way Beyond Super Cub The Aviation Consumer: The Look-Ahead Cub

At Least 15 F-35s “DD-250’ed” Since May 2025
Military/DefenseJul 16, 2:20 PM

At Least 15 F-35s Delivered Without Required Equipment Since May 2025

Pictured is a U.S. Air Force photo of F-35A fighters at Jacksonville Air National Guard Base, Fla. on July 9, 2025. At least 15 F-35s built in the last year have lacked required equipment, according to a Defense Contract Management Agency (DCMA) list sent to sister publication Defense Daily after a Freedom of Information Act (FOIA) request. On Feb. 7, Defense Daily requested from DCMA a list of all Department of Defense Form DD-250s–Material Inspection and Receiving Reports–filed with the agency since May 2025, for all Lockheed Martin F-35 fighters delivered to the U.S. Air Force, U.S. Navy, and U.S. Marine Corps between May 1, 2025, and Feb. 6, 2026. When a military service accepts a system but does not mark it as delivered because of material shortfalls, that system is "DD-250ed" and is in a not operationally ready-supply (NORS) status until the gaps are filled. The signing of the "receipt"–the DD-250–marks a transfer in ownership from the contractor to the federal government. Nine "DD-250ed" F-35s are on the list provided by DCMA on July 13 in response to the FOIA request–one Marine F-35B to be delivered/ferried to VMFA-533 at Marine Corps Air Station Beaufort, S.C., three Navy F-35Cs to be delivered/ferried to VFA-125, a fleet replacement squadron at Naval Air Station Lemoore, Calif., one F-35A to be delivered/ferried to the 325 th Fighter Wing, a training wing at Tyndall AFB, Fla., and four F-35As to be delivered/ferried to the 125 th Fighter Wing, an Air National Guard domestic air defense wing. Asked why each of the above nine aircraft were "DD-250ed," the F-35 Joint Program Office (JPO) wrote in a July 14 email that "we cannot detail the specific equipment shortfalls, resolution timelines, or variant mix of these aircraft." "Due to program security reasons, we are protecting any additional information with enhanced security measures," according to the JPO. In addition to the above nine aircraft, six Marine Corps F-35s are in NORS status as "DD-250ed." Marine Lt. Gen. Gregory Masiello, the director of the F-35 Joint Program Office (JPO), testified last month that "we have accepted six aircraft for the Marine Corps that do not have a radar installed" because the Marine Corps is awaiting the installation of the Northrop Grumman [NOC] APG-85 radar, which the Pentagon expects to field in the first half of 2028. The APG-85 is critical to the 55 upgrades in the Block 4 program–22 of which have fielded so far, including seven last year, and six on target for this year, according to Masiello. For full functionality, the APG-85 and Block 4 require 62 kilowatts to 80 kilowatts (kW) of cooling versus the 32 kW on the plane now. The current mission capable rate of the F-35 is 56 percent, and the full mission capable rate is 25 percent. Radar mountings in the F-35's nose are different for the current APG-81, also by Northrop Grumman, and the APG-85–a difference which has helped complicate fielding of the new radar that was to deliver with F-35 Lot 17. The Air Force has been considering an APG-81/APG-85 dual-mount bulkhead, though the latter may take two years to field. The service's fiscal 2027 future years defense plan (FYDP) contains $133 million in fiscal 2031 for retrofitting 14 F-35As with APG-85s–a unit cost of $9.5 million per radar, and outside the FYDP the service said it plans to spend about $1.6 billion to retrofit another 167 jets with the APG-85. The first signed DD-250 for an F-35 in Lot 17 was on July 8, 2025, for an F-35A delivered/ferried the next day to the 125th Fighter Wing in Jacksonville, according to the list provided by DCMA in response to the FOIA request. Radar-less F-35s must fly with nose ballast to balance the fighter during flight. Temporarily radar-less fighters are not unprecedented. For example, in the late 1960s, McDonnell Douglas, now part of Boeing, put lead in the nose of the F-4J for the Navy/Marine Corps due to late deliveries of the fighter's government furnished equipment radar by Westinghouse, now part of Northrop Grumman, and in the 1980s, the Panavia Tornado F2 interceptor had so-called "Blue Circle" concrete in the nose due to delays in the development of the fighter's Foxhunter radar by GEC-Marconi, now part of BAE Systems. British Aerospace, Germany's MBB, and Aeritalia built the Panavia Tornado. Those companies are now part of BAE Systems, Airbus, and Leonardo, respectively. A version of this story originally appeared in sister publication Defense Daily .

DIU And Air Force Collaborating On MQ-9A Follow-On
Military/DefenseJul 16, 2:02 PM

DIU and USAF Partner to Develop Modular Massed MQ-9A Reaper Replacement by 2031

Pictured is a U.S. Air Force photo of three MQ-9A Reapers with the 432nd Wing, as they prepare to take off during Exercise Bamboo Eagle 25-3 on Aug. 5, 2025. The Defense Innovation Unit (DIU) and Air Force are collaborating on a project to replace the General Atomics MQ-9A Reaper which, depending on payload, can cost up to $50 million apiece. "The Joint Force's reliance on low density, high-value 'exquisite' –greater than $30 million–manned and unmanned aircraft is unsustainable against adversaries utilizing layered defenses enabled by increasingly low-cost anti-aircraft capabilities," according to a DIU solicitation on a future "massed modular aircraft.” "Crucially, MMA must retain the ability to be outfitted with a variety of payloads, including full motion video sensors, to execute missions that the MQ-9A performs today," DIU said. "By deploying large groups of risk-tolerant MMA, the Joint Force can overwhelm enemy defenses even while experiencing numerous MMA losses. Keeping a constant airborne MMA presence to launch weapons, gather intelligence, perform electronic warfare missions, or relay communications will force an adversary to stay on the defensive. This relentless pressure will exhaust the adversary, forcing them to burn through expensive anti-aircraft missiles and resources faster than they can be replaced." DIU wants a fleet of 20 MMA to achieve initial operational capability by fiscal 2031. Responses to the solicitation are due by July 23. "While the Air Force continues to maximize the value of its existing MQ-9 fleet through targeted repairs and procurement of available airframes to meet current Combatant Commander requirements, long-term planning is increasingly focused on concepts built around mass, maneuver, enduring persistence and distributed lethality," the Air Force said on July 8. "Under this framework, future ISR [intelligence, surveillance, and reconnaissance] capabilities would be designed from the outset to be produced in larger quantities, fielded more rapidly and employed with greater operational risk tolerance than traditional aircraft." "A key element of that vision is the requirement for open systems architecture and modular design," the service said. "Rather than treating interoperability and upgradeability as enhancements added later in development, the Air Force is increasingly viewing these characteristics as foundational requirements from the start." In May, Air Force Maj. Gen. Christopher Niemi, the service's head of force modernization, said that he had approved a requirements document for the MQ-9A follow-on and that the Air Force is looking to adopt, at least in part, the Collaborative Combat Aircraft process for the replacement. "We believe what is possible is to take advantage of modern manufacturing technologies so that we can buy something that is more flexible, lends itself more to open architecture, is more easily produced in mass numbers, and ultimately you could use in a more attritable way," Niemi testified. "The MQ-9 is serving us well in the conflict in the Middle East, but the MQ-9, depending on what sensors are on that, can cost up to $50 million a copy so by getting something that's more modular, we think we can take advantage of an opportunity, if you knew that aircraft was gonna operate in a high threat environment, taking off those packages to drive that cost to a much lower price point," he said. The number of air to ground strikes in Iran by Reapers has far outstripped the number by any other aircraft, Air Force Chief of Staff Gen. Kenneth Wilsbach said in May, yet the Air Force is down to a fleet of 135 MQ-9As, as the service has lost 24 Reapers in the conflict with Iran. The MQ-9A line closed last year, but General Atomics still makes the MQ-9B SkyGuardian and SeaGuardian. The Senate Armed Services Committee's version of the fiscal 2027 defense authorization bill requires the build of at least 45 MQ-9s by the start of fiscal 2029 to meet a minimum requirement of 180. A version of this story originally appeared in sister publication Defense Daily .