April 08, 2026 - No. 14 In This Issue : Key Pentagon report says KC-46A Pegasus tanker not rated for full operations : MV-75 Tiltrotor Already Part Of Army Officer Training, General Says : Why a hidden MD-11 engine mount crack became catastrophic : Boeing Global Services Invests In AI, USM, Inventory To Boost Supply : Navy unveils final RFP for new trainer aircraft to replace T-45 Goshawk : SNC unveils Freedom Trainer, latest entrant to Navy competition : Retired KC-135 moved from ‘Boneyard’ storage to main USAF tanker base : USAF E-3 AWACS Loss in Saudi Arabia Puts Spotlight on E-7 Wedgetail Procurement : US seals new deal to build ‘world’s most advanced’ military engine for F-35 jets : Boeing wins $900M U.S. Air Force deal for T-38C avionics support Key Pentagon report says KC-46A Pegasus tanker not rated for full operations By GARY WARNER STARS AND STRIPES March 24, 2026 A KC-46A Pegasus refuels an F-22 Raptor, and an F-16 awaits a turn over the Mojave Desert near Edwards Air Force Base in California on March 3, 2026. (U.S. Air Force) The Air Force’s KC-46A Pegasus tanker has not reached full operational standards despite being deployed in restricted service, a key Pentagon report said Tuesday. The Pentagon’s Director, Operational Test and Evaluation annual report said two components of the refueling system have yet to pass tests meant to remove limitations on its use. The issues are with the Remote Vision System and the Boom Telescope Actuator. In-flight refueling system operators use the Remote Vision System to connect with a plane needing fuel. Unlike other refueling aircraft, the KC-46A uses a tail-mounted camera that feeds an image to the refueler, with software that creates a depth perception image that gives a daylight, night and infrared image. The boom operator sees this image on a 3D display and uses the Boom Telescope Actuator to extend and retract the refueling boom to the receiving plane. “The KC-46A has not been able to meet several suitability metrics in past years, and this trend has continued through FY25,” the report said. “The operational availability and mission capable rates are still well below their threshold requirements.” The Air Force said the tanker has already been deployed by Air Mobility Command in some situations but passing full operational testing certifications would allow for a less restrictive use of the KC-46A. The first 183 KC-46A to be built are to begin replacing the aging fleet of more than 400 legacy KC-135 and KC-10 Extender refueling aircraft. The KC-46A is a military tanker based on an extended-range variant of the Boeing 767 commercial airliner, with military upgrades for carrying fuel, defensive countermeasures, communications, rescue, medical transport and cargo roles. The Air Force expects the KC-46A Pegasus to support combat and rescue missions, including delivering cargo to service members in the field and evacuating wounded personnel. With corrections to the flaws noted in the report, the Pentagon expressed optimism that the KC-46A would rapidly reach full operational standards. “Most flight testing has already been completed, but final testing depends on finishing the remaining fixes,” the report said. “The aircraft can be deployed today, but with limits.” The KC-46A is capable of refueling 26 of 27 aircraft variants, according to the report — but with restrictions on “certain environmental conditions and aircraft configurations.” The report did not identify the 27th aircraft type that can’t currently be used with the KC-46A, but the report said the Air Force will “resume testing” on the variant’s use of the KC-46A in the near future. “While the KC 46A is generally effective, it still struggles with reliability and availability, and those issues must be improved before the program is fully complete,” the report said. Read more at: https://www.stripes.com/branches/air_force/2026-03-24/kc-46a-pegasus-tanker-defects-unresolved-21171059.html MV-75 Tiltrotor Already Part Of Army Officer Training, General Says With the Army putting its MV-75 tiltrotor on a blazingly fast track, troops are already getting experience on the aircraft before the first one is even delivered. Hope Hodge Seck Note: See photos in the original article. Updated Mar 24, 2026 5:53 PM EDT With fielding of the Army’s highly anticipated MV-75 Future Long Range Assault tiltrotor aircraft not set to begin until next year under an incredibly aggressive schedule, the service is already building plans for the aircraft into training for mid-grade officers and putting soldiers through recently installed full-size simulators, officials said Tuesday. Speaking to reporters at the Association of the United States Army’s Global Force Symposium in Huntsville, Alabama, Gen. David Hodne, head of U.S. Army Transformation and Training Command, said that while some soldiers with special operations backgrounds had already experienced V-22 Osprey operations through work with other services, the Army Aviation Center of Excellence (AVCOE) was working to further socialize what the service is promoting as a radically different capability. “[AVCOE Commander Maj. Gen. Claire Gill is] already introducing MV-75 planning factors into the Captains Career Course,” Hodne said, referring to a 21-week professional training program designed for officers with between four and seven years of service and split between general leadership principles and technical proficiency. “[You have] twice the range, twice the speed. So getting officers talking about that capability is the start.” A rendering of an MV-75 launching drones. (Bell) Army officials took delivery of two MV-75 FLRAA “virtual prototypes (VPs)” in June and July of last year at Redstone Arsenal and Fort Rucker, Alabama. Based on digital twins of the aircraft, the simulators highlight “the transformational power of digital engineering,” Brig. Gen. David Phillips, Program Executive Officer for Army Aviation, said last year. “The VP replicates the cockpit design, mission software, and flight dynamics models of the MV-75; it allows RTC XPs to continue developing tiltrotor experience to prepare for future flight test activities,” Army officials said in a February release. “Additionally, the RTC team actively uses the VP to expose aviators to tiltrotor unique considerations, whether in the context of training and tactics development, Special User Evaluations (SUEs) or VIP demonstrations.” With Gill at the helm for MV-75 integration, Mohan said the simulators will be a valuable familiarization tool. “In terms of developing the right instructor base that can integrate this capability, he already has the capability to start that, with one of the simulators that’s already at Fort Rucker,” Mohan said. Brent Ingraham, assistant secretary of the Army, described these early-delivery digital prototypes as critical to the service’s modernized fielding approach. “That allows soldiers to get in, start the training, do a lot of the stuff up front, figure out all of the procedures and how they will execute the mission, right?” he said. “A lot of the stuff is being done now ahead of the first flight even occurring.” Soldiers gaining hands-on experience with the future of Army aviation, learning to operate the MV-75 through an immersive Virtual Prototype at Redstone Arsenal. (US Army) Matthew Ryan Additional training on advanced composites is also beginning, according to Lt. Gen. Chris Mohan, head of U.S. Army Materiel Command, so soldiers can become proficient at skin and structural repair, “as well as all the digital engineering that goes into the integration end of a truly digitally engineered platform.” During the roundtable, Army Under Secretary Mike Obadal pushed back on a reporter’s question about the service having to contend with the reputation of tiltrotor aircraft for “catching fire and falling out of the sky” as it sought to make its new tiltrotor a keystone for future Army aviation operations. The question referred to the V-22 Osprey, which entered service in 2007 and has sustained multiple deadly mishaps unique to its design, such as the ability of the prop-rotors to churn up brownout conditions during landing; “vortex ring state,” a condition in which the Osprey faces rapid descent into its own downwash; and most recently, a gearbox issue linked to a fatal 2022 crash that led to widespread flight restrictions. An Osprey landing on an Amphibious Assault Ship. (USN) But the Army has maintained that MV-75 is entirely a different aircraft and that the “1980s technology” that bedeviled the Osprey is nowhere to be found in the new Valor. “I think we have to be very careful about making sweeping statements about tiltrotor technology, and especially when you look at what [manufacturers] Bell-Textron and the Army are doing, because it is the most advanced manufacturing and digital backbone that exists,” Obadal said. “So General Electric creates the digital backbone for all of the intercontinental airliners that Boeing makes, the 777 [and] 787, and they’re applying that experience and technology to our MV-75.” The MV-75 design has the rotors rotate between forward and vertical flight modes independent of the engine nacelles, rather than the entire nacelles rotating, which occurs on the V-22, “dramatically reduces the technical complexity” of the plane, he said, while the digital systems and controls give it cutting-edge reliability. “From a technical perspective, it’s far more advanced than anything that exists in the military inventory, because of its fly-by-wire systems and its digital backbone,” Obadal said. Pictured is the Bell V-280 Valor developed for the Army’s Joint Multi-Role Technical Demonstrator program as a pre-cursor to the Future Long Range Assault Aircraft. On 5 December 2022, Bell was chosen to develop the MV-75 FLRAA (Photos courtesy of Bell) Matthew Ryan Regarding cultural comfort-building with a tiltrotor aircraft given the V-22’s mixed reputation, Obadal said it was a nonissue. “When I talk to [soldiers] about it, they say they want to fly it, and so do I,” he said. In January, the Army confirmed to The War Zone that it planned to accelerate its timeline for the MV-75 by multiple years, fielding the first planes in 2027 versus 2031. The impetus came from Army Chief of Staff Gen. Randy George, who emphasized that the service needed the MV-75’s speed and range “very quickly,” especially due to the operational demands of the vast Pacific, and couldn’t wait until the next decade to integrate it. Why a hidden MD-11 engine mount crack became catastrophic Story by Modern Engineering Marvels What turns an apparently normal takeoff into an unrecoverable structural failure within seconds? The early findings from the UPS MD-11 crash investigation point away from the engine itself and toward a far less visible problem: fatigue inside the pylon hardware that ties the engine to the wing. That distinction matters well beyond one accident sequence. On large tri-jets such as the MD-11, the pylon is not just a bracket. It is a heavily loaded structural link that must absorb thrust, bending, vibration, and torsion at the exact moment takeoff forces peak. Image Credit tosimshack.net| Licence details Investigators found that the left engine was still operating normally when the separation began. According to surveillance video reviewed in the preliminary report, the No. 1 engine and its pylon broke away during rotation, vaulted up and over the fuselage, and left a fire at the wing attachment point. Flight data indicated the aircraft climbed only briefly, reaching roughly 30 feet before the loss of lift and symmetry became unmanageable. The engineering focus has centered on the aft mount of the left pylon. There, fracture examination identified fatigue cracking on multiple lug surfaces along with overstress signatures from the final break. The mount’s spherical bearing also showed a circumferential fracture in its outer race, exposing the ball element and indicating the joint had already lost critical integrity before the last loads of takeoff finished the job. In practical terms, the structure appears to have been weakened over many flights, then crossed its failure threshold under ordinary departure loads rather than an extraordinary event. That is one reason the case is drawing such close attention across aging freighter fleets. A component can remain serviceable in appearance while internal crack growth steadily reduces the margin that designers and operators assume still exists. Related video: Engine destruction aftermath and post-mortem reveals cause of failure clearly (BigTime) The accident also revives a stubborn lesson from widebody history. The NTSB itself cited the 1979 American Airlines Flight 191 crash as a similar event, another takeoff accident involving left-side engine-pylon separation on a related McDonnell Douglas design. The circumstances are not identical, but the design lineage is close enough to raise the same structural question: how much hidden damage can accumulate in a pylon mount before routine inspections are no longer enough? That question has become more pointed because the failed airplane had not yet reached the cycle threshold for certain special detailed inspections. It had accumulated 21,043 cycles and 92,992 flight hours, while some more intensive inspections were scheduled for later in life. Former FAA accident investigation chief Jeff Guzzetti summed up the issue in plain terms: “This part failed long before that interval.” That short sentence carries a larger maintenance implication. Legacy inspection programs often rely on calendars and cycle counts, but fatigue does not always respect neat thresholds. Load history, prior repairs, corrosion environment, bearing condition, and local stress concentration can change how quickly cracks develop. The FAA response reflected that broader concern, issuing emergency grounding directives for MD-11 and DC-10 aircraft while inspections and corrective actions moved forward. Reuters also reported that Boeing is conducting additional modeling and testing tied to the investigation. For the cargo industry, the significance is straightforward. Aging freighters remain essential because they carry outsized loads efficiently and keep global logistics moving. But as airframes mature, structural oversight increasingly shifts from scheduled compliance to condition awareness. The MD-11 case now stands as a sharp reminder that some of the most consequential failures begin in hardware too small, too buried, and too routine-seeming to command attention until the load path is already gone. Boeing Global Services Invests In AI, USM, Inventory To Boost Supply Share Alex Derber March 31, 2026 Credit: Boeing Global Services Boeing Global Services has told Aviation Week that while supply chains are starting to stabilize, a full recovery to pre-pandemic benchmarks is unlikely this decade. “Supplier capacity constraints continue to hinder our ability to meet demand, and we continue to encounter unexpected shortages due to obsolescence, non-conformance and subcomponent shortages in the OEM supply chain,” an official at the OEM said. In response, Boeing is using AI and data analytics to ensure better provisioning. Examples include its “Parts Planning Hub,” a data-driven collaboration tool to improve forecasting, and a landing gear analytics tool that uses aircraft health monitoring data to better determine what components need replacing on future landing gear overhauls. “As we see increased near-term demand for MRO and related parts due to many operators performing deferred maintenance, Boeing is also making investments and pursuing innovative solutions to help address supply chain constraints and ensure we can deliver the right part at the right place and time to meet customer needs,” the official says. The largest of these investments is in inventory, such as transactional spares, component repair and exchange programs. It is also adding warehouse locations around the world to bring it closer to airline and MRO customers and shorten the logistics chain. Nonetheless, lead times for many new parts remain elevated, so Boeing is also expanding into used serviceable materials (USM)—a market it expects to grow by 10% annually. “Leveraging USM allows operators to enhance maintenance strategies, reduce costs and maintain fleet readiness without compromising on quality,” the Boeing representative said. For a full report on the aftermarket strategies of Boeing and several of the biggest component OEMs, see the next issue of Inside MRO. Navy unveils final RFP for new trainer aircraft to replace T-45 Goshawk The UJTS will succeed the Navy’s T-45 Goshawk fleet, which first joined the service in the early 1990s. By Diana Stancy March 30, 2026 3:40 pm T-45 Goshawk trainers on the carrier USS Washington. ((U.S. Navy photo by Mass Communication Specialist Seaman Michael E. Wiese/Released) WASHINGTON — The Navy has unveiled its final requests for proposals (RFP) for its Undergraduate Jet Training System (UJTS) as the Navy seeks a new, next-generation aircraft for “intermediate and advanced training” of Navy and Marine pilots. The UJTS will succeed the Navy’s T-45 Goshawk fleet, which first joined the service in the early 1990s, that the Navy and Marine Corps employ for pilot carrier qualification. The T-45 is designed to land on aircraft carriers, but that is not the case for the UJTS. The Navy’s plans show it will not use the new trainer aircraft to conduct training on carriers, or a field carrier landing practice (FCLP) touch down, in which planes land on an airfield runway aimed at simulating a carrier landing. The Navy previously indicated it would scrap the FCLP-to-touchdown requirement when it issued a request for information (RFI) in March 2025 that said “the UJTS air vehicle will only be required to conduct Field Carrier Landing Practice (FCLP) to wave off.” As a result, industry must share “unique aircraft simulation capabilities“ to prepare aviators for carrier landings, according to the RFP published on Thursday. Offers for engineering and manufacturing development (EMD) with a total cost exceeding approximately $1.8 billion will be “considered unreasonable” and will be rejected, the RFP said. Additionally, offers for the initial EMD must remain under $52.8 million for FY2027, and $181 million for FY2028. The Navy plans to award the contract in March 2027, and plans to purchase a total of 216 aircraft, according to Aviation Week, who was first to report on the final RFP. Aviation Week also reported the Navy will purchase four EMD aircraft before commencing low-rate initial production (LRIP) for the first seven aircraft in 2032. That number will increase to 25 annually starting in 2035. presented by Among those likely to be vying for the UJTS program are Boeing, Lockheed Martin, and SNC in conjunction with Northrop Grumman and General Atomics Aeronautical Systems Inc. As the Navy pursues the UJTS, Naval Air Systems Command (NAVAIR) announced in July that the first two T-45 aircraft had entered the Service Life Extension Program (SLEP) production line, with repairs to the fleet expected to go on through 2036, presumably keeping the aircraft flying at least through that time. SNC unveils Freedom Trainer, latest entrant to Navy competition SNC is entering a crowded field for the Navy's Undergraduate Jet Training System program, going up against teams led by Boeing, Lockheed Martin, Textron and a little-known firm called Stavatti. By Michael Marrow August 21, 2025 5:30 pm An artist's rendering of SNC's Freedom aircraft. (SNC) WASHINGTON — Aerospace firm SNC today revealed its offering for the Navy’s Undergraduate Jet Training System (UJTS) program, a new candidate joining a crowded industry field to replace the service’s aging T-45 Goshawk. SNC’s proposed twin-engine, two-seat aircraft, called the “Freedom Trainer,” draws from a design the company pioneered years ago with Turkish Aerospace Industries, a company official told Breaking Defense today. SNC in the time since continued to develop the jet and now plans to offer it in hopes of becoming the prime contractor for UJTS. “What we set out to do was to be able to improve the training performance and quality while reducing the cost of that increase in training performance,” Derek Hess, SNC vice president of business development, said in an interview. “And that is not a trivial task to do, and we have come up with a platform that will do exactly that.” According to a press release from the company, the Freedom Trainer is expected to boast an airframe life of 16,000 hours, obviating the need for “unplanned” life extension programs. Additionally, the release claims that the jet’s engine-related expenses are 40 percent lower than current Navy trainers and half that of land-based trainers. Hess said the aircraft design is “harmonized around” the Williams International FJ44 powerplant. SNC is typically known for aircraft conversion work, and asked how the company plans to manufacture the jet if selected, Hess said some details are still “competition sensitive.” But he emphasized SNC as the prime contractor “will be responsible for every nut and bolt and system that goes into the aircraft. And we do have an amazing amount of capacity to add to the US industrial base.” Known likely competitors for the Navy program already include teams led by Boeing, Lockheed Martin, Textron and a little-known firm called Stavatti. Hess and Ray Fitzgerald, SNC senior vice president for strategy, said the trainer will offer field carrier landing practice (FCLP) to touchdown, in which pilots landing on an airfield runway would be able to simulate landing as if it was on an aircraft carrier, which on a real ship can entail hitting the deck hard and angling the aircraft the right way to grab an arresting cable. The Navy says FCLPs typically entail “repetitive ‘touch and go’ landings at airfields.” Notably, a recent request for information (RFI) from the Navy showed the service backing away from the FCLP-to-touchdown requirement, instead allowing for competitors to offer FCLP up to the point of a simulated wave-off. An official request for proposals (RFP) outlining requirements has not yet been released. After publication of this report, a Navy spokesperson told Breaking Defense the service plans to release an RFP in December, and that per the prior RFI, “the UJTS air vehicle will only be required to conduct Field Carrier Landing Practice (FCLP) to wave off.” Unlike the T-45, the UJTS is not expected to actually land on a carrier. Still, Hess said the Freedom Trainer is capable of carrier touch-and-gos on a ship itself. “Our aircraft is built for the UJTS mission from the ground-up,” he said. SNC hopes also hopes to draw the Navy’s interest in the aircraft’s data rights. In the event the company wins the competition, “we’re handing them the data package,” Fitzgerald said — a feature that is typically a sticking point with industry. “So they’re going to own their own destiny from the get-go.” An open systems architecture also enables the jet to more easily facilitate work with partners like Red 6, a company building a helmet-mounted augmented reality system called the Airborne Tactical Augmented Reality System (ATARS), according to the company. In practice, ATARS sit on a pilot’s visor and projects images of threats like enemy aircraft, enabling pilots to train against adversaries without needing another aircraft, and its pilot, to pose as an enemy. SNC is partnering with Red 6 on the Freedom Trainer so that equipment like ATARS is “built into” the aircraft from the start, Fitzgerald explained. The company’s approach entails a Freedom “Family of Systems” to include the jet itself, a ground-based training system, an integrated logistics system, and infrastructure that links those elements together, according to Hess. “We really try hard to make sure that we are listening to the Navy and that we have a full and open competition, and that they value the things that we bring to that competition,” Hess said. Retired KC-135 moved from ‘Boneyard’ storage to main USAF tanker base By Ryan Finnerty 3 April 2026 The US Air Force's "Boneyard" is the largest aircraft storage and preservation facility in the world, with retired aircraft preserved and stored as a source of spare parts or a potential return to service US Air Force The move comes after the loss of multiple KC-135 aerial refuellers as part of the ongoing air war against Iran. The US Air Force has transferred a retired Boeing KC-135 Stratotanker out of long-term storage, possibly with the intent to return the jet to active duty. Open source flight tracking indicates that the aircraft and one other KC-135 flew from the air force’s famous “Boneyard” at David-Monthan AFB in Arizona on 2 April. The tankers, registration numbers 58-0018 and 58-0011, completed a short hop to Tinker AFB in Oklahoma, where the USAF’s Oklahoma City Air Logistics Complex is located. That facility performs depot maintenance on a number of aircraft types, including KC-135s. Tinker is also the home to the 507th Air Refueling Wing, which operates Stratotankers and trains crews to fly and maintain the jets. Of the two KC-135s ferried from Davis-Monthan to Tinker, one was already in active service (58-0018) while the other (58-0011) had been parked in storage last year, according to fleets data from aviation analytics company Cirium. Credit: FlightRadar24 Retired aircraft housed at Davis-Monthan can be stored in a range of conditions, including what is known “Type 1000” storage – a “near-flyaway” level of preservation that allows for a quick return to active service. The lesser “Type 2000” storage category designates aircraft that can be recalled to flight status or used as a source for spare parts. The USAF’s 309th Aerospace Maintenance and Regeneration Group is responsible for preparing retired aircraft for storage in the Boneyard and, if called upon, to restore them for frontline duty. There have been multiple examples of retired aircraft being recalled to service from the Boneyard in recent years, including a Boeing B-1B supersonic bomber in 2024. That jet had been mothballed in 2021 but was “regenerated” after a 2022 maintenance accident catastrophically damaged another B-1B. At the time of publication, the USAF had not commented about the 2 April KC-135 flights from Davis-Monthan to Tinker. The service suffered the loss of multiple KC-135s in recent weeks in connection with the ongoing US-Israeli air campaign against Iran. Despite its Cold War heritage, the KC-135 still makes up the core of the US Air Force tanker capability In March, one Stratotanker crashed in Iraq and another suffered significant damage during an apparent aerial refuelling mishap. Six American personnel died in that incident, which the Pentagon says was not the result of hostile activity or friendly fire. An unknown number of KC-135s were also reportedly damaged in a long-range Iranian drone strike that destroyed a US Air Force Boeing E-3 Sentry airborne warning and control jet parked at an air base in Saudi Arabia. At least four F-15E fighters have also been lost, including one shot down over Iran on 3 April that triggered a significant combat search and rescue effort from the American side. Washington’s top uniformed officer, air force General Dan Caine, has described tankers as some of the most important assets in the entire American arsenal when it comes to generating combat power for what the Pentagon calls Operation Epic Fury. The USAF has a substantial fleet of more than 370 KC-135s and 100 of the newer Boeing KC-46s. USAF E-3 AWACS Loss in Saudi Arabia Puts Spotlight on E-7 Wedgetail Procurement Published on: April 1, 2026 at 10:35 PM Stefano D'Urso Note: See numerous photos in the original article. Rendering of the E-7A Wedgetail in USAF livery. (Image credit: Boeing) The destruction of a U.S. Air Force E-3G Sentry AWACS in Saudi Arabia has reignited debate about the procurement of the E-7A Wedgetail. The loss of a U.S. Air Force E-3G Sentry AWACS (Airborne Warning and Control System) following the drone and missile attack at Prince Sultan Air Base, Saudi Arabia, on Mar. 27, 2026, has reignited debate about the aging fleet, putting the spotlight on its replacement. As it has often been reported, the E-3 fleet continues to age and is becoming increasingly difficult to sustain and operate, while the E-7A Wedgetail is still far from being fielded. In fact, the Wedgetail has encountered lots of skepticism from the Air Force and the Pentagon. Secretary of Defense Pete Hegseth called the E-7 “expensive and ‘gold plated,’” cancelling the program in favor of a gap-filler based on the E-2D Hawkeye while setting up a space-based capability. This plan was met by critics, including by 16 retired senior Air Force offices, and was later pushed back by the Congress with the National Defense Authorization Act (NDAA). Meanwhile, work is continuing on the two prototypes, with the first airframe arrived this month in the UK for the conversion. The E-7A Rapid Prototype Beginnings The Department of the Air Force first selected the E-7 Wedgetail as the replacement for the E-3 Sentry in 2022. A year later, in March 2023, the Department awarded a not-to-exceed $1.2 billion contract to Boeing to start development activities for the E-7A Rapid Prototype program. The goal was to use this rapid prototyping acquisition pathway to procure the first two aircraft. “The E-7A will be the department’s principal airborne sensor for detecting, identifying, tracking, and reporting all airborne activity to Joint Force commanders,” said Andrew Hunter, then assistant secretary of the Air Force for Acquisition, Technology and Logistics. A Royal Australian Air Force E-7A Wedgetail, operated by No. 2 Squadron based at RAAF Base Williamtown, Australia, flies in formation with Hawaii Air National Guard F-22 Raptors April 21, 2021, near Oahu, Hawaii. (Image Credit: U.S. Air National Guard photo by Staff Sgt. John Linzmeier) At the time, the development work was expected to be complete by August 2024, with plans to begin production in Fiscal Year 2025 and field the first E-7A by FY2027. The projected aircraft inventory was set to 26 aircraft, to be procured by FY2032. In August 2024, the U.S. Air Force awarded Boeing a $2.56 billion contract for the production of two rapid prototype E-7A Wedgetail AEW&C (Airborne Early Warning & Control) aircraft, continuing the effort launched a year earlier. Price and negotiations were influenced by the number of modifications requested by the Air Force, which required more engineering work than anticipated. At the time, it was also reported that the service evaluated the possibility of procuring a modified variant of the Wedgetail already in service with the Royal Australian Air Force (RAAF), the type’s first operator. In the Rapid Prototype contract, Boeing later said that two variants of the E-7 would be developed. Production Begins In January 2025, Boeing announced that the fuselage of the U.S. Air Force’s first E-7A was delivered to Boeing’s factory in Renton, Washington. As previously reported, the E-7’s production would use a Boeing 737-700 NG airframe as base, which would be modified to include the specialized equipment. In April 2025, three months later, Boeing provided an update on the production’s progress with a video showing the fuselage being mated with the wings. Nose, tail cone, stabilizer’s root and other components were also installed, with Boeing saying the tails vertical and horizontal stabilizers were next. Screengrab of the video showing the fuselage of the E-7A Wedgetail receiving its wings. (Image Credit: Boeing Defense) Meanwhile, the Air Force was already eyeing potential upgrades for the platform, which in its original form was a 20 years old design. Along with updates to the platform’s electronic warfare, communications, and datalinking capabilities, the service was also investigating the integration of an infrared sensor and a replacement for the Northrop Grumman Multi-role Electronically Scanned Array (MESA) radar. A Request for Information (RFI) about the possible upgrades mentioned that an Engineering and Manufacturing Development (EMD) contract was expected to follow in FY2027. Among the options being considered by the service were the retrofit of the new technologies onto existing E-7 airframes, integration of them only onto newbuild airframes, or a combination of these two options. First Threats In May 2025, the first reports emerged about the U.S. Department of Defense favoring a shift from aircraft to satellites for the replacement of the AWACS platform. With the U.S. Space Force planning to field satellite-based ground moving target indicator (GMTI) systems in the 2030s, the Department was also investigating the possibility of integrating airborne moving target indicator (AMTI) radar capabilities. Immediately, critics argued that having operators interpreting data in real time on an aircraft such as the E-3 and the E-7 is unique and currently irreplaceable capability for command and control. The U.S. Air Force’s then Chief of Staff David Allvin similarly said that, although satellite capabilities are likely to be the solution in the future, they are not mature enough to rely on for current requirements. During a House Appropriations Committee hearing in July 2025, Secretary Hegseth drew further doubts about the program’s future. He pointed to the lessons from the war in Ukraine as the reason, adding that the E-2D Hawkeye was being considered as stop-gap measure. “If we have systems and platforms that are ‘not survivable in the modern battlefield’, or they don’t give us an advantage in a future fight, we have to make the tough decisions right now,” Hegseth said. “The E-7 is an example of that.” The RAAF E-7A Wedgetail over southern California during the trilateral test campaign. (Image Credit: U.S. Air Force photo by Richard Gonzales) Meanwhile, a group of retired senior USAF officers, including former Chiefs of Staff of the U.S. Air Force and NATO Supreme Allied Commanders, argued in a letter that the decision to cut the E-7 would “severely and unnecessarily undermine our service members’ ability to deter, and if necessary, prevail in future conflicts.” They further said the proposed E-2D Hawkeye-based gap-filler is unable to properly fulfill the requirements of theater-wide command and control. Conversion Moved to the UK In September 2025, Boeing disclosed the two E-7 prototypes would be converted in the United Kingdom, marking a rare instance of U.S. Air Force aircraft work being performed on British soil. The work will use STS Aviation’s existing conversion line in Birmingham – currently the only facility worldwide set up for E-7 conversions – to transform the Boeing 737-700 commercial airframes into Wedgetails. STS has already converted one 737-700 to the E-7 configuration for the RAF and has two more in varying states of assembly, providing a ready industrial base to support the U.S. prototypes. The first of the two U.S. Air Force’s airframes to be converted to the Wedgetail configuration arrived in the UK in March 2026. FY2026 NDAA Pushes Back The Fiscal Year 2026 U.S. National Defense Authorization Act (NDAA) includes provisions aimed at ensuring continuity in the Air Force’s Airborne Early Warning and Control (AEW&C) mission. The goal is to prevent a capability gap as the E-3 fleet continues to age and becomes increasingly difficult to sustain and operate. Notably, the bill prohibits the Air Force from retiring or placing into storage any E-3 aircraft that would reduce the active fleet below 16 aircraft. However, two possible exceptions are also mentioned, either a submission of a readiness and mission-continuity plan or the procurement of a sufficient number of E-7 aircraft to cover required mission needs. The Royal Air Force’s E-7 Wedgetail AEW1 during the flypast at the Royal International Air Tattoo (RIAT) in Fairford, Gloucester. (Image Credit: David Parody) The legislative intent is to maintain minimum airborne early warning capacity until replacement capability is assured. Congress has historically used fleet-retirement restrictions to preserve capacity during transitions. At the same time, the NDAA also forbids the use of FY2026 funds to terminate the mid-tier acquisition rapid prototype contract for the E–7A and the operations of the E-7A’s production line. This further affirms the intent of Congress that the Air Force maintain momentum on replacing the E-3 and continue work on the E-7 program. 2026 Developments In March 2026, the U.S. Air Force has awarded contracts to Boeing to continue development of the E-7. According to an Air Force spokesperson quoted by Breaking Defense, the contract are a consequence of the FY2026 NDAA. “In accordance with the Fiscal Year 2026 Consolidated Appropriations Act, the Department of the Air Force (DAF) has approved an updated acquisition strategy for the E-7A Wedgetail program. This strategy executes Congressional direction to continue development and transition to an Engineering and Manufacturing Development (EMD) phase,” the spokesperson said. “This strategy continues the prototyping and development effort through the execution of two sole-source contract actions with Boeing, which include exercising one pre-priced option and awarding one new modification,” further added the statement. “The aircraft acquired for the EMD phase will allow the Air Force to mature the system design, conduct risk reduction, and perform comprehensive test and verification activities in accordance with Congressional intent.” A Royal Australian Air Force E-7A Wedgetail, operated by No. 2 Squadron based at RAAF Base Williamtown, Australia, flies with a Hawaii Air National Guard F-22 Raptor April 21, 2021, near Oahu, Hawaii. (Image Credit: U.S. Air National Guard photo by Staff Sgt. John Linzmeier) Also in March, the E-7A Program Office released a Request for Information (RFI) for a comprehensive Product Support Business Case Analysis (BCA) for the E-7A aircraft fleet. The attachment documents mention that the service is still looking to procure “at least two but possibly up to twenty-six aircraft,” while also mentioning “the E-7A aircraft to replace a portion of the E-3 Sentry Airborne Warning and Control System (AWACS) fleet.” Meanwhile, the first airframe to be modified arrived in the UK. According to FlightGlobal, the unpainted Boeing 737-700, registered as N471DS and with callsign BOE151, arrived at STS Aviation Services’ facilities in Birmingham after a stop at Bangor International airport, in Maine. US seals new deal to build ‘world’s most advanced’ military engine for F-35 jets These investments boosted the company’s engine production rate by 20% over previous contracts. By Aman Tripathi Military Apr 07, 2026 02:00 AM EST Pratt & Whitney F135 Engine. Wikimedia The United States Department of Defense has officially finalized a $3.8 billion contract modification of Pratt & Whitney`s production lot 18-19 F135 engines. As a result of this modification, the total value of the contract for these two specific production lots has reached approximately $6.6 billion. The agreement is a core component of the Joint Strike Fighter program, which is responsible for the manufacturing and long-term maintenance of the F-35 Lightning II aircraft for both domestic and international operators. This funding supports the procurement of propulsion systems for the United States Air Force, the United States Navy, and the United States Marine Corps. Besides, the contract extends to international cooperative partners and customers involved in foreign military sales. Beyond the delivery of full-rate production engines, the agreement requires Pratt & Whitney to provide initial spare parts, engine modules, and specialized engineering services. Ensuring continued flight operations The company will also provide program management and technical assistance to ensure that the global fleet remains operational. These resources are intended to maintain the supply chain and ensure that the various branches of the military have the necessary equipment for continued flight operations. The F135 engine is described by the manufacturer as the “most advanced military engine in the world.” It is an afterburning turbofan system that was developed using the architecture of the F119 engine, which currently powers the F-22 Raptor. The F135 measures 220 inches in length and 46 inches in diameter. Its weight can reach up to 1,770 kilograms, although this figure varies depending on the specific configuration required for different aircraft variants. The engine is designed to be compatible with all three versions of the F-35 Lightning II. It produces an output of approximately 115,000 horsepower, which allows the aircraft to achieve a maximum speed of Mach 1.6, or approximately 1,228 miles per hour. Additionally, the propulsion system enables a service ceiling of 50,000 feet and a total flight range of about 1,496 miles, as reported by The Defense Post. Increasing the engine production rate To date, the F135 program has delivered more than 1,400 engines to 20 allied nations. The industrial scale of the program is broad, supporting over 66,000 jobs across 47 states and territories in the United States. “Pratt & Whitney is investing heavily across our global production base and supply chain to increase production and accelerate engine delivery and sustainment to meet growing global demand for the F-35 program,” said Jill Albertelli, president of Military Engines for Pratt & Whitney. The series of investments has allowed the company to increase its engine production rate by 20% compared to previous contract periods. The manufacturing process for these orders will take place primarily at the company’s facilities in Connecticut. However, several other states and international locations will contribute to the production and assembly activities. The Naval Air Systems Command, located in Patuxent River, Maryland, is the organization responsible for the oversight and management of the contract. Pratt & Whitney is expected to complete the work required under this agreement by March 2028. This timeline is intended to meet the growing demand for the F-35 program and ensure the continued availability of propulsion systems for the international fleet. Boeing wins $900M U.S. Air Force deal for T-38C avionics support Apr 01, 2026, 6:19 PM ET The Boeing Company (BA) Stock, BA:CA Stock, BA.PR.A StockBy: Sara Sethiya, SA News Editor • Boeing (BA) won a contract worth up to $900M to support and maintain T-38C avionics, boosting long-term revenue visibility. • Work will be carried out across multiple U.S. Air Force bases and is expected to be completed by March 31, 2036. • About $56.2M in FY2026 funds will be obligated at the time of award, with the Air Force Life Cycle Management Center being the contracting authority. Curt Lewis