Doomsday

Get ready to ride.

Marvel Studios’ “Ghost Rider” reboot has an official release date. The movie, which will star Ryan Gosling as the eponymous fiery, supernatural motorcyclist, will hit theaters July 28, 2028. The project was first announced during Marvel’s Hall H presentation at San Diego Comic-Con in July.

“Ghost Rider” will be directed by “Deadpool & Wolverine’s” Shawn Levy from a script written by Jonathan Tropper. Levy and Gosling are currently working together on “Star Wars: Starfighter,” the upcoming Lucasfilm title starring the “Barbie” actor as Kade Auberon — a mysterious starfighter pilot “from the wrong side of the galaxy.” “Starfighter,” which will debut May 28, 2027, was also written by Tropper.

Marvel’s 2028 slate also includes “X-Men,” which is scheduled to hit theaters May 5, and “Black Panther 3” for Dec. 15.

As confirmed during Disney’s D23 fan event, the “X-Men” cast includes Sadie Sink as Jean Grey, Kit Connor as Cyclops, Christopher Abbott as Professor Charles Xavier, Samara Weaving as Emma Frost, Inde Navarrette as Rogue, Maya Boyd as Storm and Adam Driver as Nathaniel Milbury, also known as Mr. Sinister. Jake Schreier will direct the movie.

“Black Panther 3,” meanwhile, will introduce David Jonsson as the new King of Wakanda. In addition to filmmaker Ryan Coogler, actors Letitia Wright and Winston Duke are returning for the third “Black Panther” installment.

The three 2028 titles offer a glimpse into the Marvel Cinematic Universe’s future in the aftermath of “Avengers: Doomsday” and “Avengers: Secret Wars.”

Marvel’s superhero multiverse is set for a massive shakeup in the mega crossover that will see heroes from multiple dimensions — including members of the Fantastic Four, X-Men and Avengers — facing a powerful new threat. “Doomsday” will bow Dec. 18, followed by “Secret Wars” on Dec. 17, 2027.

The U.S. Navy is planning to acquire 31 E-130J Phoenix II aircraft to replace 16 E-6B Mercury planes now in service. This will nearly double the number of planes the service has configured to perform the Take Charge And Move Out (TACAMO) mission. TACAMO involves providing aerial command and control support for nuclear ballistic missile submarines, including the ability to send them orders to launch strikes while they are submerged. Platforms assigned nuclear support missions like this are commonly called ‘doomsday planes.’

The total planned E-130J fleet size was included in a recently released Pentagon report. The so-called Modernized Selected Acquisition Report (MSAR) was produced as part of work on the U.S. military’s proposed Fiscal Year 2027 budget and is dated April 21, 2026. The report also acknowledges risks to the program associated with operational availability, which the Government Accountability Office (GAO) has previously highlighted publicly. Aviation Week was first to report on the new E-130J MSAR.

In terms of the acquisition plan, the Navy currently expects to acquire six pre-production E-130Js to support the type’s ongoing development, as well as 25 production examples. The service had only previously disclosed that it would be buying six aircraft as part of the development phase and that the initial low-rate production run would comprise three to six additional planes. Whether some or all of the pre-production Phoenix IIs might ultimately be used operationally is unknown.

The MSAR says the estimated Program Acquisition Unit Cost (PAUC), which factors in research and development costs, for all 31 E-130Js, was $732.8 million apiece as of April. The Average Procurement Unit Cost (APUC) for just the 25 production examples, which also does not include research and development costs, was pegged at $360.9 million each. The report also says that these PAUC and the APUC figures are both lower – by 3.29 and 2.64 percent, respectively – than the baseline estimates as of December 2024.

As noted, the E-130Js, which are being converted from four-engine turboprop C-130J-30 Hercules cargo planes, are set to replace the existing fleet of E-6Bs. The Mercury aircraft are based on the larger, jet-engined Boeing 707 airliner. The E-6Bs first began entering service in an earlier E-6A configuration in 1989, and were some of the last 707-based planes ever produced. They were subsequently brought up to the current standard in the late 1990s and early 2000s, and have received additional upgrades since then. The Mercury fleet currently also supports a U.S. Air Force nuclear mission set called the Airborne Command Post (ABNCP), and more commonly known by the nickname Looking Glass. That mission entails providing aerial command and control support to nuclear-capable bombers and silo-based Minuteman III intercontinental ballistic missiles. As part of this role, E-6Bs are equipped to initiate the launch of Minuteman IIIs while in flight. We will come back to this later on, as the stated plan now is for the Phoenix II planes to be capable of supporting the TACAMO mission only.

Overall, the April MSAR for the E-130J says the “program is on track and executing to the APB [Acquisition Program Baseline].”

“An Integrated Baseline Review (IBR) was conducted September 23-26, 2025 and formally closed on February 24, 2026. All actions resulting from IBR Findings have been successfully resolved,” the report adds. “Preliminary Design Review (PDR) for the first test aircraft configuration (AV1) was conducted March 31-April 1, 2026 with the full system PDR planned for July 2026.”

However, the report also lists a risk associated with “Operational Availability,” but says that “additional details can be found at the classified
level.”

This is in line with concerns raised publicly by GAO, a Congressional watchdog, starting last year.

“The C-130J aircraft – selected 4 years before E-130J’s development start – may not meet operational availability requirements. The E-130J’s technical risk assessment highlighted the complexity associated with integrating E-130J systems onto this aircraft,” GAO warned in a report published in June 2025. “The Navy’s technical risk assessment team expects the integration risks to translate to manufacturing issues given the potential deviation from standard components and the security environment required.”

“As we reported in last year’s assessment, the Navy awarded its contract despite significant technical risks it acknowledged the E-130J program faced. A September 2024 independent technical risk assessment highlighted the complexity associated with the program’s planned integration effort, which officials acknowledged could increase as they integrate additional technologies,” per another GAO report released just last month. “Since our 2024 report, the program has delayed its low-rate production decision by approximately a year as these system integration risks have morphed into realities.”

“For example, program officials said that contractors are now focused on modifying already-existing mission systems to reduce their weight, which the independent assessment anticipated would be necessary to accommodate them on the C-130J-30 airframe,” the July 2026 GAO report added.

GAO also said in that report that the Navy “acknowledges technical risk,” but also that the service had highlighted “risk reduction contracts with subcontractors to address obsolescence and size, weight, and power-cooling risks.”

Generally speaking, aircraft assigned the TACAMO mission require a highly specialized and extremely reliable communications suite to ensure they can perform under what could be extremely challenging conditions. Each E-6B notably has the ability to reel out a five-mile-long antenna to communicate with submerged submarines. The E-130J will have a very similar, if not identical, antenna system. Hardening against electro-magnetic pulses (EMP), which would be produced during the detonation of nuclear warheads, is another key requirement for these planes.

“Due to the highly sensitive and distinct strategic command and communications missions, the E-130J programs are managed with a zero-tolerance posture for foreign exploitation,” the April MSAR also highlights. “Program Protection is governed by stringent, continuously enforced plans addressing all Technology Security and Foreign Disclosure (TS&FD) elements, including Supply Chain Assurance and robust Information Assurance. Additional details are available in a classified environment.”

In the past, TWZ has discussed the potential operational readiness and other tradeoffs that could come from selecting a C-130-based platform to replace the 707-based E-6B in the TACAMO role. As we wrote previously:

“It’s certainly worth pointing out that the E-6Bs, conversions of what were some of the last and most modern 707 airliners built, were larger and higher performance platforms than the EC-130Qs. The C-130J-30 is certainly a more capable aircraft than the C-130H on which the EC-130Q was based, but it won’t have the base speed and altitude capabilities of an airliner-sized multi-engine jet. Compared to the Mercuries, any TACAMO-configured C-130J-30 would not be able to get on station as quickly, or fly as high, limiting its ability to get above bad weather or establish a better line of sight for its communications systems.”

“At the same time, as the Navy itself has noted, the C-130J-30 platform does immediately open up the ability to use a larger number of air bases, airports, and airfields, including austere ones that the E-6B cannot operate from. This could be very useful in a contingency scenario where an opponent may have destroyed or otherwise rendered unusable many well-established bases, as well as larger secondary dispersal sites, which include large commercial airports. Being able to fly from smaller, tertiary locations could help to ensure that the TACAMO mission continues without significant disruption under such circumstances. This is also true during peacetime as targeting the TACAMOs on the ground would be much harder if they could easily operate from and sit alert at a much larger number of airports.”

“A C-130J-30 configured for the TACAMO mission would certainly have a mid-air refueling capability and the Hercules is already a platform that has demonstrated the ability to loiter over particular areas for long periods of time. Unlike the Boeing 707, the C-130J is still in production, as well, meaning that TACAMO aircraft based on this plane would be inherently easier to maintain and support logistically, and may also be easier to convert to this specialized configuration to begin with. As time goes on, the J looks set to increasingly become the default base C-130 model across the U.S. military, as well. Compared to the long out of production 707-based E-6, support for the C-130J is already distributed across the U.S., and beyond. Training C-130J crews is even an easier proposition.”

How exactly operational considerations factored into the decision regarding the E-130J fleet size is unknown. There are additional tradeoffs to having a larger total fleet, but it should offer strategic readiness benefits based on available airframes alone. It is worth noting here that the Navy did operate TACAMO aircraft based on older C-130 variants before the E-6A entered service.

There is no debate that the aging E-6Bs are becoming increasingly more challenging to operate and sustain. The Mercury fleet has been further strained over the years given the need to use operational aircraft to support training demands. The Navy is now utilizing a contractor-owned, but government-operated (COGO) Boeing 737NG airliner to support pilot training requirements. This follows an abortive plan to convert an ex-Royal Air Force E-3D Sentry airborne early warning and control aircraft, another Boeing 707-based type, into a dedicated TE-6B crew trainer, which came to a halt last year, as TWZ was first to report.

To avoid any gaps in TACAMO coverage, the Navy has also said it will phase out the E-6Bs only as the new E-130Js enter service, which means that Mercury aircraft will have to keep flying until the transition is deemed complete. The initial operational capability timeline for the Phoenix II is currently classified, but the April MSAR says initial operational test and evaluation (IOT&E) is not set to start until June 2033, at the earliest. Completion of IOT&E is not automatically required for an IOC declaration.

As mentioned, despite the fleet size target, the E-130J is not set to take on the ABNCP/Looking Glass mission, at least currently. The Air Force is still in the very early stages of acquiring what it is currently calling Looking Glass-Next (LG-N) to assume this role. Among the questions still to be answered, at least that we know, is how many total planes the service will need to meet those mission requirements. Leveraging the forthcoming Boeing 747-based E-4C Survivable Airborne Operations Center (SAOC) jets has been raised as a possibility. However, the SAOC aircraft are set to have much broader ‘doomsday plane’ roles, just like the four E-4B Nightwatch types they are set to replace, as you can read more about here. The Air Force is also in the midst of a much larger modernization of its nuclear command and control architectures, work that is tied heavily to the much-delayed LGM-35A Sentinel intercontinental ballistic missile program, as we have detailed in the past. Nuclear command and control functions could increasingly move to space-based assets as part of these developments.

“I have full confidence in our ability to sustain existing capability and bridge to the next generation of capability,” Navy Adm. Richard Correll, head of U.S. Strategic Command, told TWZ and others at a media roundtable last week, when asked for an update on TACAMO and LG-N. Correll deferred to the Navy and the Air Force on more specific questions about those programs.

When it comes to TACAMO modernization, the Navy is pressing ahead with its plans, which are set to result in a major increase in at least the total number of aircraft configured for this critical mission.

Contact the author: joe@twz.com

Marvel’s new X-Men team appears to be coming together.

“Heartstopper” star Kit Connor is reportedly Marvel Studios’ pick to play Scott Summers, the mutant hero also known as Cyclops, in its upcoming “X-Men” reboot. According to Deadline, the film’s director, Jake Schreier, and Marvel Studios President Kevin Feige had met with a number of candidates before landing on the British actor.

Marvel did not immediately respond to a request for comment.

Created by Stan Lee and Jack Kirby, Cyclops is one of the leaders and founding members of the X-Men. He needs to wear special eyewear — usually goggles or glasses — to control the beams of energy that blast from his eyes. The character was previously portrayed by James Marsden in Fox’s original “X-Men” film trilogy (2000, 2003, 2006) as well as in the 2014 crossover “X-Men: Days of Future Past.” Tye Sheridan played a younger version of the character in “X-Men: Apocalypse” (2016) and “Dark Phoenix” (2019).

Marsden is among the original “X-Men” actors set to reprise their roles in the upcoming “Avengers: Doomsday.”

Connor’s casting follows recent reports that Samara Weaving has landed the role of Emma Frost in the upcoming “X-Men” film. Created by Chris Claremont and John Byrne for the comics, the mutant-villain-turned-hero is a powerful telepath also known as the White Queen. The character has previously appeared onscreen in “X-Men: First Class” (2011) portrayed by January Jones.

With his “X-Men” casting, Connor would join his fellow “Heartstopper” and “Heartstopper Forever” star Joe Locke in the Marvel Cinematic Universe. Locke made his franchise debut as William Kaplan, a.k.a. Billy Maximoff, in the 2024 Disney+ series “Agatha All Along.”

These latest “X-Men” developments follow the debut of the MCU’s new Jean Grey, portrayed by Sadie Sink in “Spider-Man: Brand New Day.” Although no official announcements have been made regarding Sink’s future Marvel projects, she is expected to appear in the “X-Men” reboot.

The “X-Men” reboot is expected to land some time after next year’s “Doomsday” follow-up, “Avengers: Secret Wars.” In 2024, Feige told Entertainment Weekly that “the whole story of ‘Secret Wars’ really leads us into a new age of mutants and of the X-Men.”

This story includes spoilers for “Spider-Man: Brand New Day.”

It’s been nearly five years since Spider-Man’s last big-screen adventure, but your friendly neighborhood webslinger is finally back.

Directed by Destin Daniel Cretton, “Spider-Man: Brand New Day,” in theaters now, follows a Peter Parker (Tom Holland) who no longer has much of a life outside of his vigilante crime-fighting and keeping tabs on his loved ones (Zendaya, Jacob Batalon) from afar.

The movie’s biggest reveal involves the identity of the villain played by Sadie Sink — and plenty of questions remain about her future and what her appearance means for a certain fan-favorite mutant superhero team.

But although much has changed for the Marvel Cinematic Universe in the years since the 2021 release of “Spider-Man: No Way Home,” one tradition remains: unpacking the meaning of an installment’s post-credits scene.

“Brand New Day” features just one brief end-credits sequence to tease what’s next for Spidey. Here’s how it connects to upcoming MCU installments “Avengers: Doomsday” and “Secret Wars.”

Ned (Jacob Batalon) created the Spidey Tracker app shown in “Spider-Man: Brand New Day.”

(Jay Maidment / Sony Pictures)

What happens in the ‘Spider-Man: Brand New Day’ post-credits scene?

The bonus footage shown after the full credits of “Spider-Man: Brand New Day” roll is more of a tease than a proper scene. The brief stinger involves the Spider-Man tracking app created by Ned, which allows users to log any sightings of the webslinger. The Spidey Tracker map screen shown in the post-credits tag at first shows the friendly neighborhood hero’s location as being “unknown” at that moment. The map then zooms out of New York and away from Earth before the Spider-Man icon indicates he has been spotted somewhere in outer space.

Does that mean Spider-Man is returning for ‘Doomsday’?

Maybe! The expansive cast list for “Avengers: Doomsday” includes members of the Avengers past and present, the Fantastic Four, the X-Men and many others, but one glaring omission has been Tom Holland as Spider-Man. It’s possible that the secretive Marvel has stayed mum just to keep his appearance a surprise and Spidey will not only appear but also join some of the other heroes — like the Fantastic Four, who have a spaceship — as they venture out to somewhere in space.

It seems unlikely that Marvel would keep Spider-Man’s involvement in “Doomsday” a secret for so long only to spill the beans without fanfare in a brief post-credits stinger, though.

Tom Holland in “Spider-Man: Brand New Day.”

(Sony Pictures)

Will Spider-Man be in ‘Secret Wars’?

Probably? Not much is known about “Doomsday’s” follow-up, “Avengers: Secret Wars,” which is reportedly scheduled to start filming “soon.” Throughout the “Brand New Day” press tour, Holland has maintained that he knows absolutely nothing about the upcoming movie.

But “Secret Wars” gets its name from a couple of Marvel comic book storylines that involve various heroes being pitted against each other. Although MCU works are usually not direct adaptations, Spider-Man was involved in both comic crossovers.

The 2015 “Secret Wars” story featured some plotting by Doctor Doom and saw multiverses collide, be destroyed and merge. During the crossover, the main continuity’s Spider-Man teamed up with another dimension’s Spidey — Miles Morales — who then ended up moving to the main Marvel universe in the event’s aftermath.

Spider-Man also played a part in the very first “Secret Wars” crossover in the 1980s. In this story, various heroes were plucked away from their usual haunts by a mysterious powerful being and pitted against similarly assembled villains (including Doctor Doom). It was during this crossover that Spider-Man first donned the sentient black suit that would become known as Venom.

Both “Secret Wars” series saw characters displaced onto a patchwork planet called Battleworld. The Spidey Tracker info from the “Brand New Day” post-credits scene could be teasing that’s where Spider-Man will eventually land.

What do we know for sure?

“Brand New Day” concludes with the message “Spider-Man will return.” Fans will just have to wait to see when, where and which Spider-Man will be involved.

“Avengers: Doomsday” is slated to hit theaters Dec. 18, while “Secret Wars” is scheduled for a Dec. 17, 2027, release.

The first proper “Avengers: Doomsday” trailer is finally here — though it remains a bit light on the movie’s plot.

After releasing multiple short teasers to promote its upcoming superhero crossover, Marvel Studios on Monday unveiled its official trailer for “Doomsday.” The new clip shows Thor (Chris Hemsworth) taking on the mysterious Doctor Doom (Robert Downey Jr.), reuniting with Steve Rogers (Chris Evans) and trying to persuade various superhero teams — including the Avengers, the New Avengers (a.k.a. the Thunderbolts) and the Fantastic Four — to join forces.

“Something’s coming,” says a mysterious voiceover. “Something we may not be able to deter. Before this day is done, we shall be faced with an unthinkable decision.”

The speaker is presumably Doom, who makes an appearance as the voiceover ends. In the comics, Victor von Doom hails from the fictional southeastern European country of Latveria. The name of the country was briefly shown in last year’s “The Fantastic Four: First Steps,” which featured the character’s Marvel Cinematic Universe debut in its post-credits scene.

The trailer then shifts its focus to Thor, who speaks of an unnamed powerful foe as he asks the members of various teams to “put aside [their] petty squabbles” in order to try to thwart this frightening threat together. The new clip concludes by showing Thor’s reunion with Rogers.

“We’re going to need a miracle,” the Asgardian says before he is shown coming face to face with his old friend. Thor then makes the former Captain America take hold of his hammer, Mjölnir, to prove his identity. The hammer can only be lifted by someone it deems worthy, which Rogers did during the events of “Avengers: Endgame” (2019).

The trailer also includes glimpses of Gambit (Channing Tatum) battling Shang-Chi (Simu Liu), Yelena Belova (Florence Pugh) facing off against Mystique (Rebecca Romijn), Loki (Tom Hiddleston) handling his Time Variance Authority ID card, M’Baku (Winston Duke) and Shuri (Letitia Wright) greeting Ben Grimm (Ebon Moss-Bachrach) and Sue Storm (Vanessa Kirby), Charles Xavier (Patrick Stewart) sharing a moment with Magneto (Ian McKellan) and Scott Lang (Paul Rudd) embracing Cassie Lang (Kathryn Newton).

“With much love … here is the trailer you’ve been waiting for,” directors Anthony and Joe Russo wrote Monday in an Instagram post sharing the new footage.

According to Marvel’s logline, “Doomsday” will involve “beloved heroes from three distinct universes … set on a deadly collision course and fac[ing] an existential threat unlike anything they’ve ever encountered.”

The cast also includes Pedro Pascal (Reed Richards), Anthony Mackie (Sam Wilson), Wyatt Russell (John Walker), James Marsden (Scott Summers), Joseph Quinn (Johnny Storm), Sebastian Stan (Bucky Barnes), David Harbour (Alexei Shostakov/Red Guardian), Lewis Pullman (Bob Reynolds), Kelsey Grammer (Hank McCoy/Beast), Danny Ramirez (Joaquin Torres), Alan Cumming (Kurt Wagner/Nightcrawler), Hannah John-Kamen (Ava Starr), Mabel Cadena (Namora) and Tenoch Huerta Mejia (Namor).

The “Avengers: Doomsday” trailer arrives in advance of this weekend’s San Diego Comic-Con. After sitting out last year’s event, Marvel Studios will return to Hall H on Saturday to showcase its upcoming slate. (It was during its Hall H presentation in 2024 that Marvel revealed its next big villain will be Doctor Doom, played by Downey).

“Avengers: Doomsday” will hit theaters Dec. 18.

The U.S. Government Accountability Office (GAO) says concerns it raised last year about the U.S. Navy’s E-130J Phoenix II program “have morphed into realities.” The timeline for moving from the development of the aircraft to putting it into actual production has already slipped by approximately one year. The E-130Js are set to supplant aging E-6B Mercury jets in support of the Take Charge And Move Out (TACAMO) mission. This involves providing aerial command and control support for nuclear ballistic missile submarines, including the ability to send them orders to launch strikes while they are submerged. Platforms tasked with nuclear support missions like TACAMO are commonly called ‘doomsday planes.’

GAO has provided a new update on the E-130J effort in its latest annual assessment of multiple high-profile U.S. military procurement programs. The Congressional watchdog released this report earlier today.

In last year’s iteration of this report, GAO explicitly called into question the choice of C-130J-30 Hercules aircraft, a four-engine turboprop transport plane, as the basis for the E-130J, warning that it might “not meet operational availability requirements.” The existing 16 E-6B aircraft are based on the larger, jet-engined Boeing 707 airliner, which is now long out of production. It is important to note that the Mercury fleet also supports a U.S. Air Force nuclear mission set called the Airborne Command Post (ABNCP), and more commonly known by the nickname Looking Glass. In that role, the planes provide aerial command and control support to nuclear-capable bombers and silo-based Minuteman III intercontinental ballistic missiles. They are equipped to initiate the launch of Minuteman IIIs while in flight. The forthcoming Phoenix IIs will only be tasked with the TACAMO mission, something we will come back to later on.

“As we reported in last year’s assessment, the Navy awarded its contract despite significant technical risks it acknowledged the E-130J program faced. A September 2024 independent technical risk assessment highlighted the complexity associated with the program’s planned integration effort, which officials acknowledged could increase as they integrate additional technologies,” per GAO’s latest assessment. “Since our 2024 report, the program has delayed its low-rate production decision by approximately a year as these system integration risks have morphed into realities.”

“For example, program officials said that contractors are now focused on modifying already-existing mission systems to reduce their weight, which the independent assessment anticipated would be necessary to accommodate them on the C-130J-30 airframe,” the report released today adds.

“The program office stated that the E-130J program remains on track to recapitalize TACAMO capability through developing an MVP [minimum viable product], iterating system capabilities through software improvements, and establishing digital frameworks,” according to GAO. “The program office also stated that it is aligned with Secretary of Defense guidance through an acquisition approach that allows for tradeoffs and implementation of a modular open systems approach. The program office did not provide any documentation to substantiate any of these claims, which run counter to our own analyses of E-130J program documentation.”

In its annual assessment last year, GAO said the Navy “acknowledges technical risk,” but also that the service had highlighted “risk reduction contracts with subcontractors to address obsolescence and size, weight, and power-cooling risks.”

The Navy’s Fiscal Year 2027 budget request provides some additional context about the suite of systems the E-130J will need to perform the TACAMO mission.

“A dedicated communications platform, TACAMO aircraft features the ability to communicate on virtually every radio frequency band from very low frequency (VLF) up through Advanced Extremely High Frequency (AEHF) using a variety of modulations, encryptions and networks, maximizing the likelihood an emergency message is received by U.S. strategic forces,” per the Navy’s budget documents. “Included in these efforts are Government and Contractor Systems Integration Laboratories, Contractor System Test Integration Laboratory, Government Furnished Property (National Security Agency approved encryption devices, Ultra High Frequency modems), High Frequency and the Advanced Extremely High Frequency solutions, Top Secret network development and building required infrastructure includes power generation systems, cooling, flight deck avionics, Electric Magnetic Pulse (EMP) hardening, cyber hardening, and structural modifications to support integration of E-130J mission system equipment.”

A particularly notable and critical capability found on the existing E-6Bs is the ability to extend a five-mile-long antenna to communicate with submerged submarines. The E-130J will have a very similar, if not identical, antenna system to support the TACAMO mission.

As it stands now, the Navy plans to acquire six pre-production E-130Js in Fiscal Year 2027 to support different aspects of the aircraft’s ongoing development. At least one initial example is already being built. Some portion of those test aircraft might eventually take on operational roles. In its latest report, GAO says a critical design review is expected to come at the end of next year. With the aforementioned delay, the decision to then move into low-rate initial production (LRIP) is now projected to occur in April 2029. The initial LRIP lot is expected to be between three and six aircraft, but the total expected size of the E-130J fleet is unclear.

It is worth remembering that the Navy did previously operate modified C-130s in the TACAMO role before the first E-6A arrived in 1989. The Navy subsequently upgraded those aircraft in the late 1990s and early 2000s to the E-6B standard.

TWZ has previously explored the pros and cons of going back to a C-130-based platform for this critical Navy mission set, writing:

“It’s certainly worth pointing out that the E-6Bs, conversions of what were some of the last and most modern 707 airliners built, were larger and higher performance platforms than the EC-130Qs. The C-130J-30 is certainly a more capable aircraft than the C-130H on which the EC-130Q was based, but it won’t have the base speed and altitude capabilities of an airliner-sized multi-engine jet. Compared to the Mercuries, any TACAMO-configured C-130J-30 would not be able to get on station as quickly, or fly as high, limiting its ability to get above bad weather or establish a better line of sight for its communications systems.”

“At the same time, as the Navy itself has noted, the C-130J-30 platform does immediately open up the ability to use a larger number of air bases, airports, and airfields, including austere ones that the E-6B cannot operate from. This could be very useful in a contingency scenario where an opponent may have destroyed or otherwise rendered unusable many well-established bases, as well as larger secondary dispersal sites, which include large commercial airports. Being able to fly from smaller, tertiary locations could help to ensure that the TACAMO mission continues without significant disruption under such circumstances. This is also true during peacetime as targeting the TACAMOs on the ground would be much harder if they could easily operate from and sit alert at a much larger number of airports.”

“A C-130J-30 configured for the TACAMO mission would certainly have a mid-air refueling capability and the Hercules is already a platform that has demonstrated the ability to loiter over particular areas for long periods of time. Unlike the Boeing 707, the C-130J is still in production, as well, meaning that TACAMO aircraft based on this plane would be inherently easier to maintain and support logistically, and may also be easier to convert to this specialized configuration begin with. As time goes on, the J looks set to increasingly become the default base C-130 model across the U.S. military, as well. Compared to the long out of production 707-based E-6, support for the C-130J is already distributed across the U.S., and beyond. Training C-130J crews is even an easier proposition.”

The issue increasingly looming now is the age of the existing E-6Bs, which are becoming increasingly more challenging to operate and sustain. As noted, the Mercury fleet represents some of the very last 707s ever built before Boeing shuttered that line for good in 1991. The Navy’s plans to phase out the E-6Bs as the E-130Js arrive to help avoid any capacity gaps, which means the Mercury fleet will have to soldier on until that happens.

Last year, the Navy confirmed that it had scrapped plans to convert an ex-Royal Air Force E-3D Sentry airborne early warning and control aircraft, another Boeing 707-based type, into a dedicated TE-6B crew trainer, something TWZ was first to report. The TE-6B was explicitly intended to help relieve strain on operational E-6Bs. The Navy is now utilizing a contractor-owned, but government-operated (COGO) Boeing 737NG airliner to help meet pilot training demands.

To reiterate, the current plan is also for the E-130J to only perform the TACAMO mission. The Air Force is now in the very early stages of a separate effort to acquire what it is currently calling Looking Glass-Next (LG-N) to take over that mission from the E-6B fleet.

Part of that solution may entail integrating ABNCP-specific capabilities onto its future Boeing 747-based E-4C Survivable Airborne Operations Center (SAOC) jets. The E-4Cs are set to replace the service’s four E-4B Nightwatch aircraft, as you can read more about here. The existing E-4Bs already have a ‘doomsday plane’ role, but do not have the exact same mix of capabilities as the E-6B. The Nightwatch jets notably lack the ability to order launches of Minuteman III IBCMs while in flight.

For the Air Force, the LG-N program is tied to larger nuclear command and control modernization plans, which might see more of these functions move to space-based assets, as well. All of this is also heavily intertwined with the ongoing development of the new LGM-35A Sentinel ICBM. Sentinel suffered huge setbacks, delays, and cost overruns, but primarily with the infrastructure side of the program, not the missile, as you can read more about here.

Enabling Peace Through Deterrence

When it comes to the Navy’s TACAMO modernization plans, challenges in integrating the necessary capabilities onto the C-130J-30 platform have now set back these efforts at least by a year.

Contact the author: joe@twz.com