class

A U.S. Navy F-35C has made the first arrested landing for the type aboard a Ford class aircraft carrier, with the milestone taking place aboard the future USS John F. Kennedy (CVN 79) in the Western Atlantic on October 13, 2026. The milestone marks a major step in testing the Navy’s stealth fighter aboard its newest carrier class, following years of challenges integrating advanced launch and recovery systems.

Two F-35C test pilots assigned to Air Test and Evaluation Squadron 23 (VX-23), part of the Naval Air Warfare Center Aircraft Division (NAWCAD), flew to the carrier as part of an ongoing Aircraft Compatibility Testing (ACT) campaign. A team from the Patuxent River-based F-35 Integrated Test Force (ITF), detached to the ship, is conducting the evaluation using a specially instrumented example of the carrier-capable stealth fighter. The imagery released shows two jets, although only one is seen landing on the flattop. The other is seen carrying inert Joint Direct Attack Munition (JDAM) bombs externally.

The Navy took preliminary acceptance of the carrier from Newport News Shipbuilding on September 29, following successful acceptance trials in August. That development allows the ship and its crew to conduct at-sea testing and build underway proficiency while the shipbuilder completes final systems testing ahead of formal delivery, scheduled for spring 2027.

The test is an important step in validating the integration of the F-35C with the Ford class. The Navy’s newest carriers use electromagnetic catapults and advanced arresting equipment, replacing the steam-powered launch systems and conventional arresting machinery found aboard the preceding Nimitz class.

Aircraft Compatibility Testing assesses the operational capabilities of a ship’s aircraft launch and recovery equipment with U.S. Navy aircraft. The process helps engineers evaluate how the carrier’s systems interact with individual aircraft and collect data needed to validate their performance.

The F-35C is specifically designed for carrier operations, with larger wings, reinforced landing gear and a beefier tail hook compared with the Air Force’s F-35A. Its ability to launch from a carrier and recover through an arrested landing is central to its role in the Navy’s carrier air wings, which also include F-35Cs operated by the U.S. Marine Corps.

The use of a specially instrumented aircraft is particularly relevant to the test campaign. Instrumentation allows test teams to record data during flight-deck operations, helping them assess system performance and identify any issues requiring further evaluation.

The first arrested landing aboard John F. Kennedy demonstrates that the ship has reached an important F-35C compatibility milestone. It does not, however, establish that all testing, certification, or operational qualification requirements have been completed.

The milestone comes against the backdrop of the Ford class program’s difficulties integrating some of its advanced aviation systems. The lead ship, USS Gerald R. Ford (CVN 78), introduced the Electromagnetic Aircraft Launch System (EMALS) and Advanced Arresting Gear (AAG), technologies intended to improve aircraft-launch flexibility, recovery performance, and overall sortie generation. Development and reliability challenges with both EMALS and AAG have contributed to delays in the class’s progress. In a 2019 report, TWZ highlighted concerns that Ford class carriers would not be ready to operate the F-35C for years.

USS Gerald R. Ford was designed and built before the F-35C’s full carrier-integration requirements were sufficiently mature, so the Navy deferred several upgrades to a later modernization period rather than delaying the ship’s delivery. Following congressional pressure, the Navy adopted a single-phase delivery approach for USS John F. Kennedy, incorporating these modifications during construction instead.

The USS Gerald R. Ford completed its Aircraft Compatibility Testing in January 2020, following 16 days at sea, during which the crew launched and recovered 211 aircraft, testing five different airframes — but the F-35C was not included.

Beyond EMALS and AAG, integrating the F-35C on Kennedy requires modifications to the carrier’s maintenance infrastructure and support systems. These include specialized spaces for handling the aircraft’s sensitive mission systems and classified data, computer networks and interfaces linking its maintenance and logistics systems with the Navy’s existing infrastructure, and facilities and equipment to support the upkeep of its low-observable coatings and materials. The Navy has also identified the need for more robust jet blast deflectors (JBDs), which protect flight-deck personnel and equipment from the F-35C’s intense engine exhaust.

Earlier F-35C integration work aboard Nimitz class carriers included JBD modifications to improve heat resistance and cooling, while planning for John F. Kennedy explicitly included both JBD upgrades and changes to maintenance spaces and information systems.

The latest test represents progress toward resolving the compatibility question, although the full scope of the remaining work will depend on the results of the ongoing evaluation.

The development also comes as China advances its own carrier aviation capabilities. Unlike the U.S. Navy, its Fujian aircraft carrier has demonstrated electromagnetic catapult launches and arrested recoveries involving several aircraft types, including the J-35 stealth fighter.

In contrast to the U.S. Navy, which accumulated decades of experience with steam-powered catapults before adopting electromagnetic launch technology, China chose electromagnetic catapults for its first catapult-equipped carrier.

Although China’s demonstrations aboard Fujian and the F-35C compatibility testing aboard Kennedy involve different aircraft, ships, and stages of development, both underscore the technical demands of integrating advanced aircraft with modern carrier launch and recovery systems.

For the U.S. Navy, the immediate priority is to demonstrate that the Ford class can reliably support its intended aircraft. The F-35C’s first arrested landing aboard Kennedy is a significant step in that process, with further testing — not least an EMALS takeoff — needed before the milestone can begin to translate into an operational capability.

Contact the author: thomas@thewarzone.com

Pualani Olotoa-Le’au, a 15-year-old sophomore at Carson High, has become a major contributor in flag football and softball for the Colts.

She’s the starting safety and linebacker for the flag football team. She’s also a catcher for the softball team.

She’s excelling off the field by being a dual enrolled student, taking classes at L.A. Harbor College and Carson.

She’s part Samoan, Filipino, Mexican, Japanese and Native American.

Carson is 11-4 overall and 4-1 in the Marine League for flag football.

This is a daily look at the positive happenings in high school sports. To submit any news, please email eric.sondheimer@latimes.com.

MINI bars at your seat, fancy amenity kits and the ‘world’s biggest business class’ – British Airways’ latest announcement is transforming the way Brits will fly with the flag carrier.

The airline’s huge new upgrades are part of the A380 retrofit programme.

Set to cost millions, it will see new seats in every single cabin, including in World Traveller – economy – and its premium economy, World Traveller Plus.

It will also have what they are calling the world’s biggest business class as well, with 106 Club Suite seats which will be on the upper deck.

This is alongside 12 seats in First, 84 in World Traveller Plus and 215 in World Traveller.

The new amenity kits have been rolled out as well – First Class passengers will get bags designed by Swaine with Wildsmith toiletries, and Business Class will get unique patterned bags with anatome products.

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First passengers will be getting a few other upgrades as well.

This includes new pyjamas with a bespoke tartan pattern design, along with slippers and blankets.

A built in mini bar will also mean First passengers can get their own snacks without having to go to the galley, with chocolates, mints and even electrolytes.

A new dining experience will include onboard Bollinger, and a wide cocktail menu. Even racks of lamb and grilled salmon will be on the menu.

British Airways boss Sean Doyle said: “This is a major milestone for British Airways and the future of our A380 fleet, marking one of the most significant transformations we’ve ever undertaken on any aircraft.

‘We’ve completely reimagined the customer experience, introducing new and updated seats in every cabin, all carefully considered to deliver greater comfort and an elevated customer experience.

“From redesigned interiors and upgraded dining to new amenities and service delivery, every detail has been thoughtfully designed with our customers front and centre, helping them to have a more seamless and memorable experience when they fly with us.”

Off the plane, new airport lounges are also being introduced.

A new lounge at Heathrow Terminal 5 C will open by the end of 2028, while the Heathrow Arrivals lounge is being redesigned.

Lounges across the US including Boston, Newark and San Francisco are being updated, along with Geneva.

Fincantieri Marine Group, which developed the cancelled Constellation class frigate for the U.S. Navy, says it sees a possible new opportunity in the service’s latest small surface combatant plans. At least three foreign frigate designs are already under review for possible Navy service, as is the prospect of having them built overseas, as part of a study expected to wrap up next month. Fincantieri wants to once again add the FREMM design, which the Constellation was based on, to the Navy’s options. The shipyard, which is a subsidiary of its Italian namesake, made significant investments in shipyard infrastructure in the United States and supply chains as part of the Constellation debacle, but it is not clear if that will be enough to make a new pitch attractive.

USNI News first reported on the possibility of a new Fincantieri frigate pitch to the Navy yesterday after an interview with CEO George Moutafis. TWZ also spoke at length with Moutafis about the failure of the Constellation class program earlier this year, and we have reached back out to the company for more information about new prospects now.

“Right now the Navy and the [Trump] administration could find the right type of dialog with us to set [development] up in a way that enables quick setup and swift construction without letting design spirals get in the way,” Moutafis told USNI News. “Accept the design that is and works well, and start work on it to get units out there for the fleet.”

This is FREMM, this is Fincantieri | Fincantieri

In addition, “Moutafis said the supply chain the shipyard built during the Constellation could be applied to Fincantieri’s FREMM EVO design with few modifications to avoid the design churn that led to the cancellation of the Constellation,” according to USNI News.

The Constellation class was derived from the Franco-Italian FREMM, a multi-purpose frigate designed to offer a mix of anti-air, anti-submarine, and anti-surface warfare capabilities. The explicit intent of the program had been to acquire a frigate based on an established, in-production ‘parent’ design, to which only relatively minor changes would have to be made, helping to reduce cost and risk. In the end, Constellation only had 15 percent design commonality with FREMM, causing delays and other issues that directly contributed to its cancellation. However, the Navy’s demand for smaller surface combatants has not gone away. We will come back to this all in a moment.

Fincantieri unveiled FREMM EVO (for “evolution”), along with an order for two of them for the Italian Navy, in 2024. In July of this year, Portugal announced it would also be buying three FREMM EVOs.

As designed, the FREMM EVO is close to 472.5 feet (144 meters) long, is some 64.6 feet (19.7 meters) at its widest, and displaces 6,500 tons with a full combat load, according to Fincantieri’s website. Its hull dimensions and displacement are essentially unchanged from the Italian subvariant of the baseline FREMM. The EVO will have a new superstructure configuration and a host of new capabilities.

The most notable new feature on the EVO version is set to be a new Leonardo Kronos Dual-Band Radar (DBR). The Kronos DBR combines the C-band Kronos Quad and the X-band Kronos StarFire into a single system with four paired sets of active electronically scanned arrays (AESA) positioned around the superstructure. In general, combining radars in this way can offer advantages for performing a variety of different tasks and doing so simultaneously. The ability to fuse data from both arrays together can help produce high-fidelity target tracks and other benefits. At the same time, DBRs have historically presented complexities that can cause serious difficulties with both integration and operation.

Among other things, the DBR is set to give the FREMM EVO expanded capability to knock down incoming ballistic missiles in the terminal phase of flight using Aster 30 surface-to-air missiles. Anti-ship ballistic missiles have become a threat that navies globally could realistically encounter in future conflicts, even against smaller nation states or non-state actors. There is a trend emerging worldwide now in the development of new anti-ballistic missile defenses to protect individual warships, as well as help defend other naval assets and interests ashore. Baseline FREMM frigates can already fire Aster 30 missiles, as well as Aster 16s, from any of their 16 Sylver vertical launch system cells at the bow end of the ship. EVO has space allotted for the integration of additional VLS cells, but it is unclear whether any current customers are pursuing that option.

Lancio Aster 30

In terms of armament, like the baseline FREMM, the EVO configuration will also have deck-mounted launchers for eight anti-ship cruise missiles, two triple torpedo tubes, two turreted 76mm guns, and various smaller automatic cannons and machine guns.

FREMM EVO is to feature improvements to other parts of its sensor package, as well as electronic warfare and communications suites, compared to the baseline design. This will all be tied into a SADOC 4 combat management system (CMS) from Leonardo.

On top of all this, this new FREMM configuration will have a new dedicated suite of counter-drone capabilities, another threat category that is very real now, and that only continues to expand in scale and scope.

“FREMM EVO represents a milestone both in confirming the ability to combine maturity and innovation in its EW systems that will be on board, and for the first naval supply of an advanced anti-drone counter capability,” ELT Group, which is supplying components for the counter-drone suite, said in a statement back in 2024, according to Naval News. “The latter will allow both the detection, recognition and identification of drones and their soft-kill counter. The project of a naval CUAS arises from the expertise acquired by Elettronica in this capacity for several years now, which have led to the development of sophisticated Artificial Intelligence algorithms developed specifically for countering the threat posed by drones.”

When it comes to a new pitch to the U.S. Navy, FREMM EVO does have the benefit of being an in-production design. As mentioned, Fincantieri had also been working to expand its facilities at the Marinette Marine shipyard in Wisconsin to build similarly-sized Constellation class frigates before that program was cancelled. The shipbuilder has relevant established supply chains to feed into that yard, as well, as Moutafis highlighted to USNI News.

In speaking to us earlier this year, Moutafis also talked about important lessons learned from the Constellation program, which he felt were already having a positive impact the U.S. Navy way of doing business.

“Some of those lessons learned out of Constellation are being manifested in the things that the Navy has been rolling out the past few months – a new approach that empowers PAEs [Navy Portfolio Acquisition Executives] to make decisions, to minimize change, to embrace innovation and new technologies,” he said. “All these elements that we see now being rolled out, I think to a certain degree, connect back to lessons that have been learned out of the Constellation class journey.”

“Figure out what you want to prioritize, to what extent you want to prioritize schedule, and what’s the best way to say this,” he added when asked for specific examples of what he was talking about. “When you know when you need something delivered and at what pace, then enable the right level of decision-making. Because otherwise – I don’t want to sound this the wrong way – but perfection sometimes is the enemy of more than good enough.”

“Going beyond the Constellation class, now the needs are for vessels to be out there for the warfighter as soon as possible. For sure, we will see many cases where it will be considered that a vessel with these capabilities – even though potentially, in some areas, it may not have enough tons of steel on its sides, or whatever – it will be good enough to assist the warfighter as they head into harm’s way,” he also added at that time. “Those trade-offs are now being placed at the PAE level, allowing Navy leaders at that level to make the right decisions – figuring out whether to continue going down a design spiral versus just moving out with production and enabling us to have the right capabilities on time for the warfighter.”

When Moutafis spoke with us, the Navy had already unveiled a new FF(X) frigate program and announced plans to buy examples of a design derived from the Huntington Ingalls Industries’ (HII) Legend class National Security Cutter for the U.S. Coast Guard. Those frigates will notably lack a VLS array, at least initially, along with other features that were seen as critical to Constellation class. The Navy has outlined plans to offset the more limited baked-in capabilities of the FF(X)s with add-on containerized weapon systems and companion fleets of uncrewed surface vessels. All of this has already prompted significant debate about the operational utility of these small surface combatants, as TWZ has previously explored in detail.

In August, President Trump put out a memo that, in part, directed then-Acting Secretary of the Navy Hung Cao to “submit a plan … that includes timelines and resourcing requirements, for a new competitive acquisition approach for surface combatants with sufficient inherent capabilities to perform anti‑submarine warfare, surface warfare, and convoy escort duties.” The memo also outlined an acquisition strategy referred to as the “Finland Model,” in which foreign shipbuilders would have to make major investments in U.S. enterprises and hire American workers as part of any future contract, even if an initial tranche of vessels is built overseas. This, in turn, has led to the aforementioned foreign warship study ongoing now, which is reportedly exploring the merits of Japan’s Mogami class, the South Korean Chungnam class, and the Istanbul class from Turkey, in-depth profiles of which you can find here.

Whether or not the U.S. Navy will pursue the acquisition of any of the ships it is studying now, or whether it might be willing to consider additional pitches from Fincantieri or other shipbuilders, remains to be seen. If it is to be successful, any new attempt to leverage an in-production foreign frigate design will have to take concrete steps to avoid falling into the same design change pitfalls as the Constellation class. The Navy’s struggles with solidifying designs early and keeping changes to a minimum during development and initial production have impacted several domestic naval shipbuilding efforts, too.

For Fincantieri, while the Navy played a central role in the failure of the Constellation program, there is the additional matter of whether the service is interested in any way in the optics of not only going back to the same shipbuilder, but the same underlying parent design (FREMM).

Some members of Congress have been very vocally pushing back on any plan that involves production in foreign shipyards. This is despite long-standing concerns about the capacity of U.S. shipyards and persistent hurdles to growing that industrial base. In this context, a new offer to build frigates domestically at Marinette Marine could find welcoming ears, but Fincantieri is also already on contract to build new Medium Landing Ships (LSM) for the Navy at this same yard. LSM is another program the service has also been trying to accelerate after years of delays.

It’s also unclear what any additional frigate procurement program might mean for the existing FF(X) frigate program, and what level of additional competition there might be for shipbuilding resources, as a result.

“In terms of which path we go – I’m not going to get ahead of that process – but [studying all options is] essentially what we’re doing,” Navy Rear Adm. Casey Moton, head of the Portfolio Acquisition Executive Maritime (PAE-M) office, also said at the American Society of Naval Engineers Fleet Maintenance and Modernization Symposium last week, according to USNI News. “I am not going to get ahead of what we are doing in response to the presidential memo.”

“We just went through CDR [the critical design review] on the Flight I [of FF(X)], and so we’re doing some pre-production activities with HII to help prepare for that material,” Moton also noted. The Navy has said in the past that it is aiming to have the first FF(X) frigate in the water by 2028.

The Navy’s fleet of Arleigh Burke class destroyers “gets used with a very high demand signal combatant commanders. The Navy can’t operate with only one size of ship,” Rear Adm. Brian Metcalf, Deputy PAE-M, also said in an official video in June, further underscoring the general demand for these new smaller surface combatants. “The [FF(X)] frigate will fill that gap. They can be used in less contentious waters. They can be used as high-value escorts. There are all kinds of things the frigate can fill the gap for and allow destroyers to execute the high-end mission set.”

Signs that a new foreign-designed frigate could be in the Navy’s future have already been growing. The service may have a clearer vision for how to proceed, and whether there might be room for additional pitches from Fincanterai and others, after the review it is working through now is complete.

Contact the author: joe@twz.com

“A Different World,” a multicamera comic collegiate soap opera spun off from “The Cosby Show,” has been updated and reborn as a single camera sequel a mere 39 years after the original series welcomed its freshman class and 33 after it packed them off into adulthood. It’s a different “A Different World,” times being what they are, but in many respects the same, set over a school year at the same fictional Hillman College, “the preeminent HBCU in the country.”

As before, we begin with the arrival of new students, sorting themselves out, meeting roommates, finding friends. Many members of the original cast have returned, including Jada Pinkett-Smith, Cree Summer, Charnele Brown, Jenifer Lewis, Dawnn Lewis, Glynn Turman and Joe Morton, as parents or teachers or counselors, three decades older though not necessarily wiser. In a way I can’t exactly articulate — and which has nothing to do with the earlier series, which I know hardly at all — the new “A Different World” made me happy, especially in the early episodes, before the characters are entangled in plot and everything is new, infused with sweetness and energy. (A climactic talent show is just as corny and unpersuasive as every other climactic talent show in television history.)

At the center of a large and sometimes confusing Gen Z cast is Deborah Wayne (Maleah Joi Moon), the daughter of Dwayne Wayne (Kadeem Hardison), who is now the provost, and Whitley Gilbert-Wayne (Jasmine Guy), who in the intervening years founded and sold a beauty empire, which is to say that Deborah, accent on the “bo,” is a rich girl — not at all mean and not especially spoiled, though she doesn’t know how to operate a washing machine. (It also means she is not afraid to raise a ruckus.) She thinks of herself as an artist, but her admission to NYU’s Tisch School of the Arts was rescinded after “a horrible misstep.” And at Hillman, she is required to keep a B average and not get into any trouble, both of which will prove difficult.

Shaquille Johnson (Cornell Young IV), a football star who arrives a week late to practice in a Lamborghini accompanied by his domineering father — it’s Ron Johnson (Darryl M. Bell) from the original cast — who thinks it’s a shame that his son is at tiny Hillman when he could be making a pot of money elsewhere. (Shaquille promised his late mother he’d go there.) “Not everything is about money,” he says. Shaquille also has a gone-wrong romantic past with Deborah, but they are glad to see one another again.

While the show features members of the original cast, the younger generation sorts itself into trios, including Kojo (Chibuikem Uche), left, Shaquille (Cornell Young IV) and Amir (Jordan Aaron Hall).

(Quantrell Colbert/Netflix)

Deborah wants to show her parents, who have been separated for six months but are rarely apart, that she can “enter my full studious season.” This will lead to her engaging a tutor, Ellington (Vincent Jamal Hooper), introduced for some light romantic tension vis a vis Shaquille. Athletic RA Candace (Renee Harrison), who likes Shaquille, provides a counterweight.

The younger generation sorts itself into two entwined trios. For a roommate Deborah draws Rashida (Alijah Kai), who’s from Compton and supposedly a champion gymnast, a characteristic that seems to exist simply to support a joke about Deborah’s “most improved” trophies for Choate women’s pickleball, since it’s never mentioned again. (Some storylines do just melt away.) She’s majoring in criminal justice “to get my cousins out of prison” and thinks Deborah is an unserious student. They’re joined by Hazel (Kennedi Reece), a nice Christian girl looking for a nice Christian guy.

On the boys’ team, alongside Shaquille, are Amir (Jordan Aaron Hall), a gay Harlemite whose deferred admission was because of a year in what they seemingly still call juvie and whose dream is to design clothing; and Ghanian Nigerian “by way of the U.K.” Kojo (Chibuikem Uche), an aspiring influencer bootlegging T-shirts of Shaquille; he, too, has marriage on his mind. They will learn as much in the dorms as they do in the classroom, but the classroom scenes are more on point than they often are in school-set shows.

Shaquille has a rival on the team, Andre (Joshua Suiter), whose wrist he fractures in a locker room fight — but this never really turns into anything. There aren’t any villains here, just young people making young people mistakes and older people making older people mistakes. No one is evil, but people do stupid things, which accords with my own memories of college.

Created by Felicia Pride, who has writing credits on “Queen Sugar,” “Bel-Air” and “Grey’s Anatomy,” it also includes plenty of scenes in which the young folks just have fun, dancing and singing. Big scenes are very well staged, which might have something to do with having choreographer Debbie Allen, director of the premiere episode (and 83 episodes of the original series), as an executive producer. (She also reprises her role as academic counselor Dr. Langhorne, whose motto is “Relax, relate, release,” as if anyone could.)

Over the course of 10 episodes, we’ll encounter many issues relevant to student life and beyond — dyslexia, ADHD (this was my introduction to the parking lot and pomodoro techniques), how lockdown “wreaked havoc” on a generation’s ability to read social cues, STDs, adultification bias, federal cuts to education (Hillman is in the red, and students are losing their grants). bell hooks is quoted on socializing men toward love instead of sex, and, indeed, the series is refreshingly modest on that account.

Welcoming the incoming freshmen, Deborah’s father says, “This is a watershed moment where this country that we built is trying to erase our Black history. Our gains, our culture. They wanna demoralize us. They wanna deport us, they wanna jail us, they wanna shoot us down in the street. But you, you all are their greatest threat. You future leaders who are about justice and community and each other. I know you will stand up. I know you will fight, build and change the world.” It’s a bit speechy — well, it’s in an actual speech — but it’s nice to have that laid out so cleanly in a Netflix sitcom in these difficult days.

And in the wake of a bomb threat, Deborah will declare to the world, “We are not going anywhere. We are studying, we are partying, and we are living our best young, gifted, Black, talented lives right here in our space.” Which sums it up nicely.

Hundreds of thousands of children returned to in-person classes in Gaza on Saturday for the first time in nearly three years, filing into damaged school buildings, makeshift classrooms and tents amid a severe shortage of basic supplies.

The United Nations Children’s Fund (UNICEF) says 98 percent of schools in the Gaza Strip were destroyed or damaged during Israel’s genocidal war on the enclave, while local education officials estimate about 660,000 students have been deprived of regular, in-person learning.

The reopening is a fragile milestone in a territory where about 22,000 students and more than 770 education workers, including 532 teachers, have been killed, according to Ibrahim Ramadan, director of education for eastern Khan Younis.

“The last time I have been to school was three years ago,” said student Moayed Abu Mustafa in Khan Younis. “Now, we are starting the school year; it is year of joy, happiness and success. Despite all of this, we will learn, we will learn even in a tent.”

Moayed has no proper shoes, notebook or pen, and will sit on the floor in a sweltering tent.

Across Gaza, the Ministry of Education, backed by aid agencies, has set up dozens of temporary schools from tarpaulins, sheet metal and wood. Some classrooms consist of a few mattresses and a blackboard; others still shelter displaced families.

“We studied on phones, and we haven’t seen our teachers. Now, we are back pursuing our dream … from one tent to another,” said 15-year-old Samar Abu Salmi, who lives in a tent with her family and can no longer afford school supplies that were cheap before the war.

Stationery trader Khaled Aliyan said Israeli import restrictions have driven prices up fivefold. “All stationery items are expensive,” he said.

Israeli forces still control more than 60 percent of Gaza despite an October 2025 “ceasefire” that halted large-scale fighting but left the underlying conflict unresolved.