drone

Video shows Israeli drones launching intense airstrikes in southern Lebanon on Thursday. At least one person was killed in the town of Toura. Israel said it was targeting Hezbollah sites despite a ceasefire agreed to with the group last year.

We appear to have gotten our first look at a curious Chinese ship, which some have dubbed a ‘drone carrier,’ actually in use, supporting at-sea testing of the AR-500CJ uncrewed helicopter. The vessel is one of a number of unusual designs with open flight decks that have emerged in China in recent years as China’s drone ambitions have increasingly extended into the naval domain.

China’s state-run television station CCTV-7, which focuses on news related to the People’s Liberation Army (PLA), broadcast clips of the AR-500CJ being tested at sea back on October 30. The AR-500CJ, a version of the Aviation Industry Corporation of China’s (AVIC) larger AR-500 family optimized for shipboard operations, first flew in 2022.

The CCTV-7 segment does not appear to name the ship the AR-500CJ is seen operating from, nor does it offer a full view of the vessel. However, the size and configuration of the flight deck, especially a trapezoidal section on the starboard side toward the stern, as well as its markings, match up directly with the design of a ship that was launched at the Jiangsu Dayang Marine shipyard back in 2022. Naval News was first to report in detail on that vessel, which is approximately 328 feet (100 meters) long and some 82 feet (25 meters) across, and has a small island on the starboard side toward the bow, last year.

It had been suggested that the ship seen in the CCTV-7 footage might be a mysterious Chinese vessel with a large open flight deck and three superstructures that TWZ was first to report on last year. That ship bears the logo of the state-run China State Shipbuilding Corporation (CSSC) and may be named the Zhong Chuan Zi Hao, and could also be a first-of-its-kind ostensibly civilian research ship, as you can read more about here. However, the CSSC ‘carrier’ has a much larger and differently shaped flight deck that also has very distinct markings on it.

As mentioned, a number of unusual open-decked vessels have emerged in China in recent years. Jiangsu Dayang Marine, also known as the New Dayang shipyard, has become particularly notable in this regard. The yard has also produced at least two catamaran drone ‘motherships,’ which TWZ was also first to report on in detail, as well as various specialized barges. These all largely appear to be intended for use in training and/or testing, and to be particularly focused on replicating drone and/or electronic warfare threats. The first known imagery of one of the catamaran motherships in use also notably came from a CCTV-7 segment in 2022.

As TWZ has noted in the past, the maritime platforms that Jiangsu Dayang Marine has produced could potentially have roles in an actual operational context, including when paired with larger crewed warships. At the same time, the relatively small size and general configuration of the ‘mini drone carrier’ would limit its suitability for any kind of sustained employment in support of real-world operations.

An image from the ground of the reported Chinese experimental drone platform. If accurate, it illustrates the relatively modest proportions of the design. Via “斯文的土匪—”/Wb (H/t Temstar/SDF). pic.twitter.com/LAFHRqaGfK

— Alex Luck (@AlexLuck9) May 18, 2024

Even without a secondary operational role, dedicated naval drone test and training platforms still offer value to the PLA, which has been steadily working to expand the scale and scope of its shipboard uncrewed aviation capabilities. AR-500CJ, which AVIC has said could be used as a surveillance asset or an aerial signal relay node, among other roles, is part of this evolving ecosystem. Another drone helicopter intended for shipboard operations, based on the larger AR-2000 design from China National Aero-Technology Import & Export Corporation (CATIC), was among a host of new uncrewed aircraft designs showcased at a huge military parade in Beijing in September.

Chinese naval drone developments extend well beyond vertical takeoff and landing capable designs. Work on a navalized version of the stealthy flying-wing GJ-11 Sharp Sword uncrewed combat air vehicle (UCAV) has become a particular centerpiece of these efforts. Imagery just recently emerged that offered the first clear look at one of those drones with its arrestor hook deployed. The naval GJ-11, also sometimes referred to as the GJ-21, is expected to fly from at least some of China’s growing fleet of aircraft carriers and big-deck amphibious assault ships.

As it seems, for the first time clear images of a GJ-21 in flight are posted and this one – based on the still installed pitots – has its tail hook down. pic.twitter.com/5h1nVZHzIe

— @Rupprecht_A (@RupprechtDeino) November 1, 2025

On a broader level, China continues to reinforce its position as a global leader in uncrewed aviation developments in the military and commercial domains, and there is often considerable overlap between the two. Just this year, TWZ was the first to report on the emergence of several previously unseen advanced drone designs, a number of which are also notably large. As we have reported in the past, flying-wing uncrewed aircraft designs also continue to be a particular area of focus for the Chinese aviation industry.

With all this in mind, China’s use of bespoke ships with open flight decks to support drone testing and training, as well as other purposes, only looks likely to grow.

Contact the author: [email protected]

Russia’s key Black Sea oil port of Tuapse has suspended all fuel exports after Ukrainian drones struck its infrastructure on November 2, igniting a fire and damaging loading facilities. The attack also forced the nearby Rosneft-operated refinery to halt crude processing, according to industry sources and LSEG ship tracking data.

Tuapse is one of Russia’s major export hubs for refined oil products, including naphtha, diesel, and fuel oil. The port plays a crucial role in supplying markets such as China, Malaysia, Singapore, and Turkey. The refinery, capable of processing around 240,000 barrels of oil per day, exports most of its production.

Why It Matters

The suspension underscores Ukraine’s ongoing campaign to weaken Russia’s wartime economy by targeting energy infrastructure deep inside Russian territory. These strikes not only disrupt export revenues but also stretch Russia’s military and logistical resources. For Moscow, losing Tuapse an export-oriented refinery on the Black Sea adds pressure to its already strained oil supply chain amid international sanctions and logistical bottlenecks.

The attack also signals Kyiv’s growing drone capabilities, with long-range operations increasingly aimed at strategic Russian energy sites. As the conflict nears its fourth year, energy infrastructure on both sides has become a critical front in the economic war underpinning the battlefield.

The regional administration in Tuapse confirmed the drone strike and subsequent fire but offered few details. State oil company Rosneft and Russia’s port agency did not respond to Reuters’ requests for comment.

According to data reviewed by LSEG, three tankers were docked during the attack, loading naphtha, diesel, and fuel oil. All vessels were later moved offshore to anchor safely near the port. Before the incident, Tuapse had been expected to increase oil product exports in November.

Ukraine has not directly claimed responsibility for the specific attack but reiterated that its drone strikes aim to erode Russia’s capacity to finance its invasion through energy exports.

What’s Next

Repair timelines for the Tuapse refinery and port infrastructure remain unclear, but the temporary halt is expected to disrupt Russia’s short-term fuel exports and trading flows in the Black Sea region. The strike may prompt Moscow to bolster air defenses along its southern coast and diversify export routes to reduce vulnerability.

Meanwhile, Ukraine is expected to continue leveraging drone warfare to target high-value Russian infrastructure as part of its asymmetric strategy to offset Moscow’s battlefield advantages.

With information from an exclusive Reuters report.

Belgium’s Brussels and Liege airports were forced to shut down twice due to mysterious drone sightings on Tuesday.

Belgium’s air traffic was severely disrupted after drone sightings forced two major airports to temporarily suspend operations as a security precaution.

A drone was first spotted near Brussels airport at 8pm (19:00 GMT) on Tuesday evening, followed by another incident at the nearby Liege airport, one of Europe’s largest cargo airports, according to Belgium’s public broadcaster RTBF.

Both airports suspended operations for an hour and reopened at 9pm (20:00 GMT), only to shut down again at 10pm (21:00 GMT) after a second sighting, RTBF said. Both airports resumed normal operations at 11pm (22:00 GMT).

Brussels airport said that the shutdowns may still impact air traffic on Wednesday in a notice on its website.

“Following drone sightings on Tuesday evening, flight operations at Brussels Airport were suspended for safety reasons,” the notice said. “This disruption has led to delays and some flight cancellations and might still impact flight operations on Wednesday morning.”

Flight Aware, a US-based flight tracking website, counted 59 cancelled and 43 delayed flights at Brussels airport on Tuesday. Some flights were also diverted to nearby airports, according to RTBF.

Authorities have not released limited information about the drone sightings, but Minister of the Interior Bernard Quintin said that an investigation was under way, according to RTBF.

“We cannot accept that our airports are disrupted by unauthorised drone flights. This requires a coordinated, national response,” he said.

The drone sightings in Brussels and Liege follow a similar incident on Saturday, when three unauthorised drones were spotted near a Belgian military base, according to Minister of Defence Theo Francken.

Francken said on X that he believed the incident was “not a simple flyover, but a clear command targeting [the] Kleine Brogel” airbase in northwest Belgium.

He said the drones were flying at a high altitude and could not be stopped with a drone jammer. They also evaded pursuit by a helicopter and police vehicle, he said.

Since September, Europe has been hit with a wave of mysterious drone sightings near civilian airports and military facilities in Denmark, Germany, and Norway.

Denmark’s intelligence service has linked the drone flights to Russia, and described them as a form of hybrid warfare intended to “put pressure on [Europe] without crossing the line into armed conflict in a traditional sense”, according to Reuters.

Anduril’s YFQ-44A ‘fighter drone’ prototype has now made its maiden flight. The YFQ-44A is one of two designs currently being developed under the first phase, or Increment 1, of the U.S. Air Force’s Collaborative Combat Aircraft (CCA) program. The other is General Atomics’ YFQ-42A, which took to the skies for the first time earlier this year.

A TWZ reader has shared pictures with us of the YFQ-44A in flight, which were taken earlier today at Southern California Logistics Airport in Victorville, California. The drone was also seen accompanied by two L-29 Delfin trainer jets acting as chase planes. We have reached out to Anduril for more information.

Additional imagery of the YFQ-44A in flight is now beginning to circulate online.

Last year, the Air Force announced that it trimmed back the field of prospective Increment 1 CCA designs to the proposals from Anduril and General Atomics. However, Fury’s story traces back to the late 2010s and an aggressor drone concept from a company called Blue Force Technologies, which Anduril acquired in 2023, as you can read about in extensive detail in this past War Zone feature.

“This marks another major milestone for the CCA program, now with two new uncrewed fighter aircraft going from concept to flight in less than 2 years,” the Air Force has now said in a press release confirming the YFQ-44A’s first flight. “This flight testing expands the program’s knowledge base on flight performance, autonomous behaviors, and mission system integration. By advancing multiple designs in parallel, the Air Force is gaining broader insights and refining how uncrewed aircraft will complement crewed fifth-and sixth-generation platforms in future mission environments.”

“This milestone demonstrates how competition drives innovation and accelerates delivery,” Secretary of the Air Force Troy Meink said in a statement. “These flights are giving us the hard data we need to shape requirements, reduce risk, and ensure the CCA program delivers combat capability on a pace and scale that keeps us ahead of the threat.”

Anduril and the Air Force had previously declined to provide a hard timeline for when the YFQ-44A would make its first flight.

“We have multiple vehicles at our test facility in ground testing right now, and we’re in the final stages before first flight,” Diem Salmon, Anduril’s Vice President of Air Dominance and Strike, had told TWZ and others at the Air & Space Forces Association’s 2025 Air, Space, and Cyber Conference back in September. “All in all, we’re still well ahead of the program schedule in terms of getting YFQ-44A into the air. [We] feel really confident in our ability to do so and still feel really good about the program schedule.”

At that time, Salmon, as well as Jason Levin, Anduril’s Senior Vice President of Engineering for Air Dominance and Strike, offered additional details about the plans for Fury’s first flight, including the level of autonomy the company was hoping to demonstrate, which was a key schedule driver. You can read more about that here.

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

Secretary of the Air Force Meink had also told TWZ and others at a separate roundtable at the Air, Space, and Cyber Conference that his service was hoping to see the YFQ-44A fly by the middle of October. In a keynote address at the event, now-retired Air Force Chief of Staff Gen. David Allvin described Fury’s first flight as “imminent,” as well.

“My engineers tell me that if we push the button … [the drone] will take off, it’ll fly around, and it’ll come back home,” Anduril founder Palmer Luckey had also told reporters earlier this month, according to Breaking Defense. “The Air Force is going through a process of evaluation that is very, very reasonable, I think.”

“Obviously, now the problem is we’re into the shutdown,” Luckey added at that time. “Certainly … a lot of stuff stops moving.”

The U.S. federal government remains in a shutdown. Efforts have been made to find continued funding for various priority efforts, especially within the U.S. military.

With the YFQ-42A and the YFQ-44A now flying, “developmental flight activities continue across both vendor and government test locations, including Edwards Air Force Base [AFB], where envelope expansion and integration work will inform future experimentation,” according to the Air Force’s press release today. “The Air Force’s Experimental Operations Unit (EOU), located at Nellis AFB, will be instrumental in evaluating operational concepts as the program transitions from testing to fielding substantial operational capability for Increment 1 before the end of the decade.”

How many Increment 1 CCAs the Air Force ultimately plans to acquire is not entirely clear. Air Force officials have said previously that between 100 and 150 drones could be ordered under the program’s first phase. It also remains to be seen whether the service buys YFQ-42As, YFQ-44As, or a mix of both.

“CCA is part of the Next Generation Air Dominance Family of Systems and leverages the Department’s Government Reference Architectures—enabling platform-agnostic autonomy development, streamlined integration across vendor systems, and more agile capability updates over time,” the Air Force’s release also noted. “The architecture is built to integrate with Allied and Joint partners, offering common autonomy and mission system standards that support seamless interoperability and teaming across Services and coalition forces.”

There are still plans for at least one more incremental CCA developmental cycle, the requirements for which have yet to be publicly disclosed. However, the submissions for Increment 2 are already expected to be significantly different from the ones for Increment 1. in September, Lockheed Martin unveiled a new CCA-type drone, called Vectis, which the company suggested could be proposed for Increment 2. This week, Aviation Week also disclosed the existence of a new drone design from Northrop Grumman subsidiary Scaled Composites, currently referred to just as Project Lotus, which that outlet described in terms of its similarities to Vectis.

Increment 2 has also long been expected to involve foreign participation. Earlier this month, authorities in the Netherlands notably announced they had signed the letter of intent about joining the CCA program.

The Air Force’s CCA effort is also directly intertwined with similar efforts underway within the U.S. Marine Corps and the U.S. Navy. The Air Force still has many general questions to answer about how its future CCA fleets, whatever they are comprised of, will be deployed, launched, recovered, supported, and otherwise operated, not to mention employed tactically.

As such, in addition to being an important milestone in Fury’s development, the YFQ-44A’s first flight is also another step forward for the Air Force’s larger CCA plans.

Update, 3:45 PM EST:

Anduril has now put out its own release regarding the YFQ-44A’s first flight.

“Flight testing is where we prove to ourselves, to the Air Force, to our allies, and to our adversaries that these proclamations about game-changing technology go beyond words. They’re real, and they are taking to the skies today,” Jason Levin, Senior Vice President of Engineering for Air Dominance and Strike at Anduril, writes. “The flight testing process is where we prove that our aircraft meets the mark in terms of speed, maneuverability, autonomy, stealth, range, weapons systems integration, and more. As YFQ-44A climbs higher, we’re proving that it doesn’t merely look like a fighter, but that it performs like one.”

“Flight testing for the CCA program is also about more than simply proving raw fighter performance in a vacuum. The real step change that autonomy is driving is enabling a team of robotic aircraft to collaborate to accomplish mission objectives,” he adds. We designed YFQ-44A for a specific Air Force mission: to enhance survivability, lethality, and mission effectiveness by teaming with crewed fighter aircraft or operating independently. Through flight testing, Anduril and the Air Force are developing those collaborative, manned-unmanned teaming concepts and tactics that will inform how we integrate, fight with, and sustain truly autonomous aircraft.”

Levin also speaks more directly to Anduril’s previously stated focus on autonomy for the first flight, and now for testing going forward.

“YFQ-44A was not designed to be a remotely-piloted aircraft, and that is not how we are operating it — from first flight and forever onward. All of our taxi and flight tests have been and will continue to be semi-autonomous. This is a new age of air power; there is no operator with a stick and throttle flying the aircraft behind the scenes,” he says in the release. “Our aircraft is ushering in this new paradigm with incredible technical precision: it executes a mission plan on its own, manages flight control and throttle adjustment independent of human command, and returns to land at the push of a button, all under the watchful eye of an operator “on the loop” but not in it.”

“It must do more than just fly. CCA are built to win the high end fight; that’s what we’ve built the software that powers YFQ-44A to do. In the air, the fully integrated weapon system processes data at the speed that combat demands. It identifies targets and commands effects, enhancing the lethality, survivability, and effectiveness of the combined team,” he continues. “On the ground, YFQ-44A’s software backbone tracks and manages maintenance, vehicle health, and more, streamlining sustainment to ensure that it’s always ready to fly. In short, YFQ-44A’s autonomy is what makes it more than just a flying machine, but one that’s ready to fight.”

Anduril’s release also includes details about the production plans for the YFQ-44A, which tie into a “hyperscale” production facility, called Arsenal-1, that the company is now building in Ohio.

“To achieve the scale we need at the speed that the threat demands, we are building and testing a new type of production system for YFQ-44A. Through the employment of a common software backbone called ArsenalOS, our production system multiplies the effects of the thousands of design-for-manufacturing decisions made during the development of YFQ-44A,” according to Levin. “That system is underpinned by a manufacturing philosophy focused on simple, mature, and low-risk production technologies, rather than relying on manufacturing miracles. YFQ-44A will be produced at rate by a broad labor pool, commoditized supply chain, and industry-standard manufacturing processes.”

“YFQ-44A is streaking through the skies, but its next chapter will be written on the factory floors of America’s heartland. Our investment in this aircraft is the driving force behind Arsenal-1, the 5 million square foot production facility that we’re building in Columbus, Ohio,” he adds. “YFQ-44A will be the first program to move into the factory when its doors open, and we are on track to begin production of prototype CCA at Arsenal-1 in the first half of 2026.”

“We’re not waiting for Arsenal-1 to start building, though. In the meantime, we have already more than doubled our manufacturing speed for YFQ-44A by rapidly optimizing our processes and workflows, and by making hundreds of tweaks to the design of the aircraft to further enhance producibility,” Levin also notes. “Making it this far has required herculean investments from the combined Anduril-USAF team measured in time and money.”

Update, 6:00 PM EST:

During a press call today, Anduril’s Jason Levin provided TWZ and other outlets with additional information about today’s first flight and future testing plans. The company has so far declined to say how long the YFQ-44A’s first flight lasted or provide other, more specific details about what it entailed.

“I don’t think I can say any specifics, but the team is very excited,” Levin said in response to a question about whether the first flight went as planned. He did say that the YFQ-44A flew today with an Anduril flight autonomy mission package, but declined to speak to what additional mission autonomy capabilities might be integrated into the drone in future test flights.

“I think it’s kind of the standard buildup that you would have in in in aviation. So I think it’s just checking out subsystems, continue to burn down risk, continue to prove that systems are flight worthy and things are working as expected, matching up the simulation, and then just to continue to start to push the envelope,” he added when asked about potential hurdles to further expanding Fury’s flight envelope. “So, I don’t see any specific risk. We’ve kind of designed Fury to be a simple, low-risk, producible system on purpose, so that we didn’t have to clear any huge hurdles while progressing through the flight test program.”

“We still have a lot to do. So, we’ve shown the airplane works. We’ve shown the autonomy works. The software brain that powers it works. We have a lot to do in terms of proving out the speed, maneuverability, autonomy, stealth, weapon systems integration, and more. And that’s when we’re going to start developing the tactics with experimentation with the Air Force,” he also said. “We’ve already begun integrating weapons with YFQ-44A, and we’ll execute our first live shot next year. And then over the next year, we’ll execute multi-ship mission autonomy, deploy weapons from YFQ-44A, fly in conjunction with crewed fighters, and operate outside of test locations.”

“I can’t talk to the specific build-up to firing a missile, but you can kind of imagine it’s not going to be too dissimilar from any aircraft doing a first shot. So we’re just going to build up in terms of flying, integrating systems, and testing them out,” he added when asked to elaborate on the weapon testing plans. “We have a test planning collaboration with the Air Force for things like that.”

It also gives us the hard data we need to shape requirements, reduce risk, and ensure the CCA program delivers combat capability on a pace and scale that keeps us ahead of the threat (2/2). https://t.co/qoCd9PY3do

— Office of the Secretary of the Air Force (@SecAFOfficial) October 31, 2025

He offered a similar response when asked about the plans for multi-ship flight testing, which is set to be conducted in coordination with crewed fighters.

“We have a flight test kind of procedure that I think is going to move quite rapidly, because we’ve built out a lot of the autonomy, so we can start hitting the other test points and showing the capability of the aircraft much quicker,” Levin said, speaking more generally. “And so we feel confident that’ll get us pretty quickly into the live shot, multi-ship autonomous flight, and then autonomous flight with crewed aircraft.”

“We’ve [got] currently multiple Fury fully-built aircraft in testing, as well as multiple aircraft in various stages of the manufacturing process,” he also noted. Anduril had previously disclosed this at the Air & Space Forces Association’s 2025 Air, Space, and Cyber Conference in September.

“Arsenal-1, it is going to open next year, and it can support the increment one demand that the U.S. Air Force has for CCA,” he added. “And so we’re scaling up that facility to build hundreds of aircraft.”

Contact the author: [email protected]

Hamas has handed over the remains of another dead captive to Israel, hours after an Israeli drone attack in southern Gaza killed two Palestinians amid a fragile ceasefire.

The Israeli military said on Monday that the Red Cross had taken custody of the coffin and was in the process of transporting it to the army’s troops in Gaza.

Under the terms of a United States-brokered ceasefire that took effect on October 10, Hamas has undertaken to return the bodies of all the 28 deceased captives. The remains of 16 had been handed over as of Monday.

The 20 surviving captives were freed on October 13 as part of the truce.

The release of the latest body comes as the families of some of the captives called on the Israeli government to pause the ceasefire if Hamas fails to locate and hand over the bodies.

“Hamas knows exactly where every one of the deceased hostages is held,” the Hostages and Missing Families Forum said.

“The families urge the government of Israel, the United States administration and the mediators not to advance to the next phase of the agreement until Hamas fulfils all of its obligations and returns every hostage to Israel,” the association added.

The statement echoed the Israeli government’s claim that Hamas knows where the remains are.

On Saturday, Hamas negotiator Khalil al-Hayya said there were “challenges” in locating the captives’ bodies because “the occupation has altered the terrain of Gaza”.

He suggested that some of those who had buried the bodies had been killed during the war, while others had forgotten the burial locations.

The day after al-Hayya’s comments, Israel permitted an Egyptian technical team to enter Gaza to help with the task of finding the bodies. The search involves the use of excavator machines and trucks.

Despite the ceasefire, an Israeli drone attack close to the southern Gaza city of Khan Younis killed at least two people on Monday, according to Nasser Hospital.

In total, eight Palestinians have been killed and another 13 injured in Israeli attacks across the enclave over the last 48 hours, Gaza’s Ministry of Health said on Monday. At least 68,527 people have died and 170,395 have been injured since Israel’s war on Gaza began in October 2023, it added.

Speaking on board Air Force One on Monday, US Secretary of State Marco Rubio suggested that Israel had not violated the truce through its strike against a member of the Palestinian Islamic Jihad group on Saturday.

“We don’t view that as a violation of the ceasefire,” he said, accusing the target of planning an attack on Israeli troops.”They have the right if there’s an imminent threat to Israel, and all the mediators agree with that.”

In the more than two weeks since the truce began, about 473,000 people have returned to northern Gaza, where they face widespread destruction of property and critical shortages of basic necessities like food and water, according to the United Nations.

Younis al-Khatib, the head of the Palestine Red Crescent Society, has warned that Gaza’s population still faces the same desperate humanitarian emergency as it did before the truce.

“Rebuilding human beings is more difficult than rebuilding destroyed homes,” he said during meetings with Norway’s prime minister and foreign minister in Oslo, noting that residents would need mental health care for years to come.

The World Health Organization also warned that the number of Palestinians in Gaza who need mental health support had risen from about 485,000 to more than one million after two years of Israel’s war.

Almost all the children in the enclave need such help, according to the UN children’s agency, UNICEF, which has said that Gaza has been “the most dangerous place in the world to be a child” over the last two years.

Tess Ingram, the group’s spokesperson in Gaza, explained that this is because of the “sheer number of children who’ve been killed and injured, displaced, separated from their families [or] who have lost a loved one”.

“A classroom of children was killed every single day for two years in this conflict, and the scars of what the children have endured will last for many, many years to come,” Ingram told Al Jazeera, speaking from the al-Mawasi area in the south.

A Russian drone has killed two Ukrainian journalists and wounded another in the eastern Ukrainian city of Kramatorsk, according to their outlet and the regional governor of the Donetsk region.

Freedom Media, a state-funded news organisation, said on Thursday that Olena Gramova, 43, and Yevgen Karmazin, 33, had been killed by a Russian Lancet drone while in their car at a petrol station in the industrial city. Another reporter, Alexander Kolychev, was hospitalised after the attack.

The Donetsk regional governor earlier announced details of the strike and posted images showing the charred remains of the journalists’ car, according to the AFP news agency.

Freedom Media said that Gramova, a native of Yenakiieve in the Donetsk region, had originally trained as a “finance specialist”, but turned to journalism in 2014, the year when Russia annexed Ukraine’s Crimean peninsula, and started arming a separatist movement in Donetsk and Luhansk in the Donbas.

Karmazin was born in Kramatorsk, also in Donetsk. The outlet said he “joined Ukraine’s international broadcasting channels as a cameraman in 2021”.

“From day one, they were there, covering evacuations, war crimes, soldier stories,” said the Kyiv Post in a post on X.

A Russian Lancet drone tore through Kramatorsk, killing Ukrainian journalist Olena Hubanova and cameraman Yevhen Karmazin as they documented the war from the front lines.

From day one, they were there — covering evacuations, war crimes, soldier stories.

Now they’re gone. pic.twitter.com/TNTN8H7nFd

— KyivPost (@KyivPost) October 23, 2025

Kramatorsk, which had a pre-war population of about 150,000 people, is one of the few remaining civilian hubs in the Donetsk region still under Ukrainian control.

Russian forces are approximately 16 kilometres (10 miles) from the city, where officials earlier this month announced the mandatory evacuation of children from some parts of the town and outlying villages.

Record numbers of journalists killed in conflict

The proliferation of cheap but deadly drones used both by Russian and Ukrainian forces has made reporting from the front-line regions of Ukraine increasingly dangerous.

Earlier in October, French photojournalist Antoni Lallican was killed by a drone near the eastern city of Druzhkivka, located in the Donetsk region.

Lallican had been killed by a “targeted strike” from a first-person-view drone, which allows operators to see their target before striking, according to Ukrainian forces cited by the European Federation of Journalists.

Precise tolls of journalists killed since the war started in 2022 vary. The Committee for the Protection of Journalists says that 17 journalists – Ukrainian and international – have been killed so far. The deaths of Gramova and Karmazin would bring that total to 19.

UNESCO said earlier this month that at least 23 media workers have been killed on both sides of the front line, including three Russian state media journalists in March. In mid-October, Russian war correspondent Ivan Zuyev was killed by a Ukrainian drone strike in the southern Zaporizhia region, according to state news agency RIA.

Recent years have seen record numbers of journalists killed in conflicts, the toll disproportionately accelerated by deaths in Gaza, where Israeli forces have deliberately targeted media workers like Al Jazeera’s Anas al-Sharif and Mohammad Salama, Reuters cameraman Hussam al-Masri, and Mariam Abu Daqqa, a freelance journalist working for AP.

Again, reports on deaths since the start of the two-year Gaza war differ. The United Nations said that 242 journalists had been killed by August this year. A tally by Shireen.ps, a monitoring website named after murdered Al Jazeera journalist Shireen Abu Akleh, said Israeli forces had killed more than 270 journalists and media workers over the same period.

​​Either way, more journalists have been killed in Gaza than in the United States Civil War, both World Wars, the Korean War, the Vietnam War, the wars in the former Yugoslavia and the post-9/11 war in Afghanistan combined, according to Brown University’s Costs of War project.

We are getting what could be our first look at China’s very large stealth ‘cranked kite’ flying-wing drone, unofficially dubbed the GJ-X, in flight. TWZ broke the news on the existence of this aircraft in September after it appeared in satellite imagery at China’s sprawling test airbase near Malan in Xinjiang province. We estimated then that the aircraft’s wingspan was roughly 42 meters (137 feet), which puts it in a very rare class for a stealthy uncrewed aircraft. Since our report, there have been persistent claims that the aircraft’s wingspan is larger than that of a B-21, but that is very unlikely to be the case. It’s still a gigantic stealthy flying wing drone, but it is not China’s largest, by a significant margin.

The short clip above shows what appears to be the same aircraft, or one with a very similar design, in flight. Building on that caveat, it is possible that the aircraft depicted is a different one than what was seen in the satellite image at Malan, with both aircraft sharing a similar ‘cranked kite’ planform. China has at least one other drone in development that shares a similar planform, although it’s possible that both aircraft are related developmentally.

It’s worth noting that we see ‘split rudders’ in the image as outboard control surfaces, which are common on flying wing concepts and found on the B-2. We also see a small hump that looks off center above the jet’s empenage. This is likely to be the top of the recessed engine exhaust pointing to a twin-engine design.

The most interesting detail from the short video clip is the aircraft’s underside coating. It appears to have a counter-shaded paint job that is intended to make it harder to properly identify the aircraft’s shape at altitude, with the dark design taking on a more traditional fuselage and wing shape. It’s possible this could also be a coating installation process byproduct, but the shape being so clearly like a conventional aircraft configuration points to camouflage. This technique has been used for many years to visually break up an aircraft’s shape and/or misidentify its orientation.

The purpose of this aircraft is perhaps the most contentious aspect of its existence. Some Chinese military watchers state it’s a very large unmanned combat air vehicle (UCAV) with kinetic operations as its focus. Others claim it is straight-up an unmanned stealth bomber. Meanwhile, a reconnaissance role, taking on a similar task as America’s rumored clandestine ‘RQ-180’ high-altitude, long-endurance stealth drone, is maybe the most overlooked and probable possibility. But having a multi-role aircraft that can take on various tasks, from kinetic attacks to reconnaissance, would also be highly advantageous. We just don’t know conclusively at this time what China’s intent is for the design.

The GJ-X is just one of a dizzying array of stealth combat aircraft developments over the last year, starting off with the simultaneous first flights (or at least publicly witnessed and disseminated first flights) of the so-called J-36 very heavy stealth tactical jet and the heavy J-XDS fighter, both advanced tailless designs. A steady stream of other unmanned tactical aircraft of a similar generation have been spotted or unveiled, as well. The speed at which China is now moving when it comes to advanced combat aircraft development is truly stunning, and this is just what we are allowed to see, and maybe some leaks. Much more is underway in the shadows.

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Sikorsky has unveiled a new, fully uncrewed version of the Black Hawk helicopter with a completely transformed front end that swaps out the cockpit for clamshell doors. Depending on how it is configured, what has been dubbed the U-Hawk can move thousands of pounds of outsized cargo internally and slung underneath, deploy uncrewed ground vehicles, and fire dozens of “launched effects” like surveillance and reconnaissance drones and loitering munitions.

A U-Hawk demonstrator, converted from an ex-U.S. Army UH-60L, is on display at the Association of the U.S. Army’s (AUSA) main annual conference in Washington, D.C., which opened today and at which TWZ is in attendance. Sikorsky, now a Lockheed Martin subsidiary, also refers to the design as the S-70 Unmanned Aircraft System (UAS), with S-70 being the company’s internal model number for H-60 variants.

The U-Hawk leverages the company’s past work on a Pilot Optional Vehicle (OPV) version of the Black Hawk, which has been flying for years, as well as its MATRIX autonomy flight control software. Development of MATRIX first began more than a decade ago and was buoyed early on by support from the U.S. Defense Advanced Research Projects Agency (DARPA) through the Aircrew Labor In-Cockpit Automation System (ALIAS) program.

“A lot of our customers said, hey, I need to be able to move things into theater, and I need to be able to move them in mass. And a lot of the drones out there may be able to carry 100 pounds, may be able to carry 500 pounds,” Rich Benton, Sikorsky Vice President and General Manager, told TWZ and other outlets during a press call earlier this month. “We look introspectively, what do we have? Well, we actually have an autonomous Black Hawk today, our OPV, optionally piloted. But why couldn’t we just take the cockpit out of that and make that a UAS?”

“We conceived this idea [the U-Hawk], believe it not, at the last AUSA, talking to some of the folks from the Army and other services,” Igor Cherepinsky, Sikorsky Innovations Director, also told TWZ and other outlets during a separate call ahead of the opening of today’s conference. “We procured the [underlying UH-60L] aircraft towards the beginning of this year.”

It took Sikorsky roughly 10 months to go from “concept to reality,” according to a company press release. The goal is for it to take flight for the first time next year. The U-Hawk has, so far, been an internally funded effort.

The U-Hawk adaptation of the Black Hawk does do much more than simply remove the pilots and offers significantly greater capability than crewed versions for certain missions. The design also features a different hardware backend for the MATRIX autonomy package and a revised fly-by-wire control system compared to the previous OPV Black Hawk, which we will come back to later on.

Still, the most eye-catching features of the new uncrewed version are its new front section and revised internal arrangement.

“We have completely removed the cockpit, the pilot, and also the crew chief stations of the aircraft,” Ramsey Bentley, Sikorsky Advanced Programs Business Development Director, explained while speaking alongside Cherepinsky. “This gives us the entire cabin and cockpit area for either a logistics operation or mission support operations.”

Sikorsky says the U-Hawk will also be able to “self-deploy” out to a range of 1,600 nautical miles and have a total unrefueled endurance of 14 hours. The press release today also says the uncrewed Black Hawk can “carry internal fuel tanks for increased range or extended time on station,” but it is unclear if this is required to meet the stated range and endurance figures, although that seems likely. Increased range while carrying a useful payload still opens up significant new opportunities, especially for operations across the broad expanses of the Pacific, but also elsewhere.

Payload-wise, Sikorsky expects the uncrewed Black Hawk to be able to carry up to 7,000 pounds internally or 9,000 pounds slung underneath, or a mix of both up to a maximum rating of 10,000 pounds. The company says this is roughly in line with the payload capacity, by weight, of a standard crewed UH-60L. For helicopters, in general, the maximum allowable payload on any particular sortie is also heavily dependent on environmental factors like altitude and temperature.

The U-Hawk’s revised configuration gives it approximately 25 percent more physical space inside for cargo and/or other payloads compared to existing UH-60 variants. This is important as payloads often have dimensional restrictions, as well as weight-based ones. Some cargoes that would have been previously slung underneath could be carried internally, which would drastically increase the range at which they could be delivered.

“The payload, I think, is what really distinguishes this from competitors. … So one can start to imagine the missions that that U-Hawk can begin to solve,” Beth Parcella, Sikorsky Vice President of Strategy and Business Development, noted while speaking together with Vice President and General Manager Benton. “Everything from delivering swarms of drones, from launched effects ‘quivers,’ carrying cargo in a contested logistics environment, driving on and off uncrewed ground vehicles, operating in a counter-UAS function, [and] roll-on and roll-off of supplies.”

“So there’s a tremendous amount of flexibility with this aircraft,” she added.

When it comes to “launched effects,” or LEs, this is a catch-all term that the U.S. military currently uses to refer to uncrewed aerial systems that can be fired from other aerial platforms, as well as ones on the ground or at sea. Sikorsky and its parent company, Lockheed Martin, are currently using the Army’s requirements for three tiers of short, medium, and long-range launched effects as a baseline for the development of the launch ‘quivers’ and what gets loaded in them. LEs in all three categories could be configured to perform surveillance and reconnaissance and electronic warfare missions, as well as be employed as loitering munitions or act as decoys.

“What this quiver does is, depending upon the size of the launched effect, it’s able to hold 24 to 50 different launched effects in the back of the aircraft,” Bentley said. “The quiver is actually designed for what would be the Army short-range and medium-range-sized LEs. The long-range [ones] probably ends up going out on the [stub] wing, like you’ve probably seen [in] some other demonstrations.”

Bentley also noted that the quivers will be able to carry mixed loads of different types of LEs at once, including types developed by other companies.

Parcella did not elaborate on the potential “counter-UAS function” for the U-Hawk, but indicated that it could be tied to its launched effects capabilities. The U-Hawk might be able to carry other types of weaponry, as well as electronic warfare systems, that could be employed against hostile drones, as well as other targets.

As noted, general cargo-carrying is also envisioned as a key role for the uncrewed Black Hawk. Sikorsky says the U-Hawk will be able to carry up to four U.S. military-standard Joint Modular Intermodal Containers (JMIC), spread between the main cabin and slung underneath, compared to the two that existing Black Hawk variants can lug around today. It will also be able to carry a single one of the standard ammunition ‘pods’ used in the M270 Multiple Launch Rocket System (MLRS) and M142 High Mobility Artillery Rocket System (HIMARS), as well as a pair of Naval Strike Missiles (NSM) in their launch canisters, according to today’s press release. The Army operates both the M270 and M142. The Marine Corps has HIMARSs, as well, and is also fielding NSM in a ground-launched configuration.

The U-Hawk’s clamshell doors allow for the loading and unloading of cargo even while the rotors are still turning. There is also a folding ramp to help ease the process, as well as allow for the deployment of UGVs.

All of “this is designed to do direct support of the maneuver commander. So, as the Army is conducting an air assault, you would envision the U-Hawk flying ahead of the soldiers,” Bentley explained. “As the U-Hawk comes into the landing zone area, first it dispenses launched effects out of the sides of the aircraft, out of our launched effects quiver. And then it lands, it disembarks the UGV, and then the aircraft departs. And this is done ahead of any soldiers putting boots on the ground.”

“You’ve probably heard about Gen. [James] Rainey, the AFC [Army Futures Command] commander, talking about metal-on-metal first contact,” Bentley said. “This is Sikorsky focused on that commander’s need, the soldiers’ need, to put these launched effects, UGVs, and UAS in the battle space, ahead of us, putting soldiers in harm’s way.”

The U.S. Army and U.S. Marine Corps are also both especially interested in using vertical takeoff and landing-capable uncrewed aircraft for logistics missions, including the resupply of forces in higher-threat areas. The Marines are already pursuing a multi-tier family of Aerial Logistics Connector (ALC) platforms, and have started to field drones to meet the lowest-end Tactical Resupply Unmanned Aircraft System (TRUAS) requirement. 

Bentley also said the company envisions U-Hawks performing non-military missions, including supporting wildfire fighting and disaster relief operations. A number of civilian operators already fly crewed H-60 variants in these roles.

Regardless of the missions it is configured for, Sikorsky is designing the U-Hawk to provide all of its capabilities with minimal training and sustainment requirements. Sikorsky says individuals without aviation-specific skill sets can be readily trained to operate the uncrewed Black Hawk via touchscreen tablet-like devices. The MATRIX system has a demonstrated ability to get platforms like the OPV Black Hawk between set waypoints in a highly autonomous manner.

“Upshot of this is that you can operate this aircraft with a minimally trained operator, and a tablet, if that’s what you want. We [are] obviously also providing a way to be integrated into [a] bigger airspace picture, be it civil or military airspace, where one can exercise more control over the aircraft,” Cherepinsky explained. “If you tell it to go from airport A to airport B, for example, and it knows it’s in civil airspace, it will take the right routes, follow the right civil procedures. If it knows it’s a military airspace, it will do what it thinks is right for the military airspace.”

“In some cases, [it] may not be what exactly — what you want. So, we’re providing this level of adjustable autonomy where you can have a local operator on the ground, for example, operating the aircraft as a crane, right, moving around the field, moving things around the field, loading the aircraft,” he added. “You can hand it off to a more central UAS command, where they have a lot more fine detail over … speeds, altitudes, and whatnot. It’s really, really up to our customer how they want to operate these vehicles.”

Sikorsky is also presenting U-Hawk as a very cost-effective option, even compared to what it previously demonstrated with the OPV Black Hawk.

“Our S-70 OPV aircraft has been flying for a number of years,” Cherepinsky said. “It’s optionally piloted. It’s [a] human-rated fly-by-wire system. It’s our autonomy system. It comes at a certain price point.”

He pointed out that many of the systems of the OPV demonstrator utilized available components sourced from existing suppliers rather than ones designed with that aircraft specifically in mind. This included the hardware used to run the MATRIX system, which he described as being more than what Sikorsky necessarily wanted or needed for that application. As he mentioned, the systems also had to meet standards for an aircraft designed to carry humans, which is not something U-Hawk has to take into account at present.

“On the U-Hawk, we actually did a lot more vertical integration,” according to Cherepinsky. “We designed our own vehicle management computers, our actuation, and the price point of the entire system, not just the aircraft, is much, much lower. As an example, our vehicle management computers are 10s of 1000s of dollars, not hundreds, as they are on a human-rated aircraft.”

The current cost proposition for the U-Hawks also includes savings from reusing existing UH-60L airframes. The U.S. Army has been steadily retiring these versions and selling them off as it acquires newer, more capable M variants. The Army had been working to bring some 760 L models up to an improved standard called the UH-60V, but axed plans for further conversions last year as part of a larger shakeup in the service’s aviation priorities. As such, hundreds more UH-60Ls are expected to become available in the coming years. Other older H-60s that could be turned into uncrewed versions might become available as other operators around the world begin upgrading their fleets, as well.

“We certainly can [build all-new U-Hawks]. It all depends on the economics and price point,” Cherepinsky said.

It is worth noting that the U.S. Army is currently envisioning future air assaults, especially in the context of a potential future high-end fight with China in the Pacific, stretching over distances beyond what the U-Hawk could cover. The ongoing war in Ukraine also continues to offer particularly good examples of how growing threat ecosystems are increasingly imposing significant operational limitations on the use of crewed helicopters. The pursuit of launched effects within the Army and elsewhere across the U.S. military directly reflects increasingly more capable and long-range adversary anti-air capabilities. The Army also notably canceled plans to acquire a Future Attack Reconnaissance Aircraft (FARA), which was set to be a crewed helicopter of some kind, last year, citing threat concerns and plans to focus more on uncrewed platforms.

“So, I’ll tell you up front, I can’t be specific on the things we’re doing to address survivability. And survivability has been an issue for aviation, for vertical aviation, for a long time,” Benton said during the previous press call in response to a direct question from this author about what might be in the works to help uncrewed and crewed Black Hawks address growing threats going forward. “We are leveraging the entire power of Lockheed Martin … what is [sic] the technologies that Lockheed Martin has and can bring to bear to provide survivability on those aircraft. Those are the things we’re continuing to look at.”

At the same time, crewed helicopters are not going away, and tradeoffs will have to be made. For many missions, the U-Hawk removes the biggest risk factor in terms of combat losses, a human crew, while also offering a significant boost in some capabilities. The uncrewed Black Hawk also proposes a way to do all of that at a lower cost that also leverages extremely well-established logistics and sustainment chains. This is particularly significant for the U.S. Army, which expects to continue flying H-60s on some level through at least 2070.

U-Hawks could also take over certain missions in lower-threat environments from crewed platforms, presenting the potential for additional operational flexibility and cost benefits. Being able to autonomously move even a few hundred pounds of critical cargo, such as spare parts, between far flung and remote locations separated by many hundreds of miles, without the need for a fully qualified aircrew, could be a boon even in lower threat areas. The fact that it can move much larger loads internally, without the range penalties of sling loading, is an even bigger sell. All this could be done without adding a new type to the Army’s shrinking helicopter fleet and leveraging the H-60/S-70’s global supply chain is also a very attractive factor, as well. Those same attributes underscore the sales potential of the uncrewed Black Hawk to non-military operators, too.

“We’re really excited. And honestly, some of us are thinking, gosh, why didn’t we think about this five years ago?” Parcella said on the press call earlier this month.

Update:

We got a walk-around tour of the U-Hawk on the floor of the Army Association’s symposium, check it out here.

Contact the author: [email protected]

We got an up-close look at General Atomics’ Mojave, which is working as a lead-in for Gray Eagle STOL at the Association of the U.S. Army’s major symposium outside of Washington, D.C. this week. Gray Eagle STOL will bring a vast array of capabilities and future adaptability into a package that can takeoff from short, rough fields and even amphibious assault ships. You can read all about Gray Eagle STOL in our recent feature here.

From the show floor, Chris MacFarland, vice president of Army Strategic Development from General Atomics Aeronautical Systems Inc. (GA-ASI), gives us the full walk-around tour of the aircraft and what it will bring to the table.

Check it out in the video below:

Contact the editor: [email protected]

The proposal, which forms part of the ‘European Drone Defence Initiative’, is one of several flagship EU projects to prepare the bloc for a potential attack from Moscow.

The European Commission is in discussions to adopt a new counter-drone initiative to protect European Union airspace from Russian violations, as it seeks to strengthen border security with its own advanced drone technology after a string of drone incursions were reported in a host of EU and NATO member countries over the past month.

The proposal, which was included in a defence policy “roadmap” presented on Thursday, will aim for the new anti-drone capabilities to reach initial capacity by the end of next year and become fully operational by the end of 2027, according to a draft of the document.

It will then be presented to EU foreign affairs chief Kaja Kallas, European Commission Executive Vice President for Security Henna Virkkunen, and European Commissioner for Defence Andrius Kubilius.

European Commission President Ursula von der Leyen said last month that it was time for Europe to build a “drone wall” to protect its eastern flank, hours after some 20 Russian drones reportedly entered the airspace of EU and NATO member Poland.

The concept has since morphed into a broader “European Drone Defence Initiative” including a continent-wide web of anti-drone systems in an effort to win support from EU capitals.

The drone initiative is one of several flagship EU projects aiming to prepare the bloc for a potential attack from Russia as its more than three-year-long war in Ukraine grinds on.

In the meantime, as a counterpoint, Russia’s federal security chief said on Thursday that Moscow has no doubt about NATO’s security services’ involvement in incidents with alleged Russian drones over EU territory, Russian news agency RIA Novosti cited him as saying.

Following the drone incursion into Poland, other incidents were reported at airports and military installations in several other countries further west, including Denmark, Estonia and Germany, although there has not been confirmation that the drones were sent by the Kremlin.

For its part, NATO has launched a new mission and beefed up forces on its eastern border, but it is playing catch-up as it tries to tap Ukraine’s experience and get to grips with the drone threat from Moscow.

NATO Secretary-General Mark Rutte said on Wednesday that NATO was now “testing integrated systems that will help us detect, track and neutralise aerial threats” for use on the bloc’s eastern flank.

Ukrainian officials say Russia’s incursions into other countries’ airspace are deliberate.

“Putin just keeps escalating, expanding his war, and testing the West,” Andrii Sybiha, Ukraine’s foreign minister, said last month after the drones were spotted in Poland.

Other NATO allies have also claimed the incursions were deliberate.

However, experts in drone warfare say it is still possible that the incursions were not deliberate.

Russia has denied deliberately attacking any of the European countries, instead accusing them of making false allegations to cause tensions.

While Brussels wants to have the drone project fully up and running by the end of 2027, there is scepticism from some EU countries and fears that the bloc is treading on NATO’s toes.

“We are not doubling the work that NATO is doing; actually, we are complementing each other,” said Kallas.

The next stage in the evolution of the Gray Eagle Short Takeoff and Landing (GE STOL) drone sees General Atomics Aeronautical Systems, Inc. (GA-ASI) team up with South Korea’s Hanwha Aerospace for co-development and co-production of the uncrewed aircraft system, with work set to begin immediately. A demonstrator for the medium-altitude, long-endurance (MALE) drone has already operated from a South Korean amphibious assault ship, but the new partnership will see production of the Gray Eagle STOL for all customers taking place in South Korea.

GA-ASI and Hanwha Aerospace had an official signing ceremony at the Association of the U.S. Army’s (AUSA) main annual symposium today. That ceremony took place alongside GA-ASI’s company-funded Mojave STOL drone, which has been flying for years and is being used as a proof-of-concept demonstrator for the Gray Eagle STOL.

As for the Gray Eagle STOL, this is the latest iteration of GA-ASI’s MQ-1C Gray Eagle UAS. At the center of the Gray Eagle STOL is its ability to operate from remote or austere locations with rough strips and limited logistical support. GA-ASI says the aircraft will be able to operate from semi-improved surfaces, including dirt roads, open fields, beaches, and parking lots. The same capabilities render it suitable for flying from aircraft carriers and big-deck assault ships, too.

In the past, GA-ASI has described the Gray Eagle STOL as its “most rugged UAS design,” although it’s worth noting that the basic MQ-1C Gray Eagle for the U.S. Army already put something of a premium on efficiency and usability. The original MQ-1C Gray Eagle was tailored for warfare in the Middle East, uses a heavy-fuel piston engine instead of a turboprop, and can be operated by a cadre of enlisted soldiers.

Under the new joint initiative, GA-ASI and Hanwha plan to build a production-representative Gray Eagle STOL aircraft, which should take to the air in 2027. The companies will, in the meantime, establish a production line that will be able to provide the Gray Eagle STOL to customers in the United States and South Korea, as well as globally, and which should result in cost savings for the drone. The first deliveries to customers should take place in 2028.

“GA-ASI and Hanwha are committed to investing in this project and building development and production capabilities in South Korea,” said GA-ASI President David R. Alexander. “We’ll be leveraging the expertise of both companies to quickly bring the Gray Eagle STOL to global customers.”

“This landmark agreement marks the beginning of a new phase in U.S.-Korea defense cooperation, extending beyond traditional alliance structures to deliver next-generation, runway-independent UAS solutions that maximize commanders’ options in the face of evolving mission demands,” GA-ASI said in a statement.

The next steps will see GA-ASI and Hanwha Aerospace working closely together to complete the design phase for the drone and then establish a production facility in South Korea. The final assembly and manufacturing of the GE STOL will be the responsibility of Hanwha in South Korea, with GA-ASI handling the final integration. Meanwhile, GA-ASI will continue to produce other Gray Eagle models at its plant in San Diego, California.

GA-ASI says the new partnership “offers the fastest path with lowest risk to operational capability.”

“Co-producing GE STOL in South Korea and the U.S. will create jobs and help Hanwha secure talent in related fields as well as foster our domestic (Korean) UAS industry ecosystem,” said Jae-il Son, president and CEO of Hanwha Aerospace. “Hanwha is poised to become a comprehensive UAS company capable of executing everything from design to production and maintenance based on our capabilities, which span from fighter jet engines to radar and avionics equipment.”

For Hanwha, the Gray Eagle STOL also presents a way of gaining a foothold in the South Korean military. The country’s armed forces already operate a diverse drone fleet, including Israeli-supplied aircraft. However, on the domestic front, this segment is currently dominated by Korea Aerospace Industries (KAI) and Korean Air, both of which already build drones for the South Korean military.

However, GA-ASI has already been working closely with the South Korean Ministry of Defense as it continues to develop the Gray Eagle STOL drone.

Last year, the Mojave demonstrator was used in a demonstration when it took off from the Republic of Korea Navy’s amphibious landing ship ROKS Dokdo, as it was underway off the coast of Pohang, South Korea.

The Mojave has also been used for takeoff and landing trials aboard the British aircraft carrier HMS Prince of Wales in 2023.

Other milestones for the demonstrator drone have included live-fire testing at Yuma Proving Ground, Arizona, using the Dillon Aero DAP-6 Minigun, and operations from a dirt strip to prove its STOL credentials, something we have reported on before. The stated performance of the Mojave includes a takeoff run of 400 feet for intelligence, surveillance, and reconnaissance (ISR) missions, or 1,000 feet when armed with 12 Hellfire missiles.

Clearly, having Hanwha Aerospace onboard the Gray Eagle STOL program, including local production, should make the drone even more attractive to South Korea.

As well as operating from the two Dokdo class amphibious assault ships — the drone doesn’t necessarily need a catapult for launch or arresting gear for recovery — the Gray Eagle STOL could be a valuable addition to the South Korean military’s land-based units.

For the Republic of Korea Army, the Gray Eagle STOL’s runway independence would be a huge advantage during any kind of conflict with North Korea. In the past, GA-ASI has outlined the fact that the drone’s commanders “can choose virtually any bases of operation and take advantage of unconventional locations not normally affiliated with unmanned aircraft or aviation operations as an added level of survivability and surprise.”

In such a scenario, it would likely be in heavy demand for reconnaissance, surveillance, and target acquisition (RSTA), as well as strike. Meanwhile, its manned-unmanned teaming (MUM-T) capability could see it operate closely with the Republic of Korea Army helicopter fleet, including the AH-64E Apache.

The Gray Eagle STOL is also intended, from the ground up, to be rapidly deployed to remote locations by C-130 Hercules cargo aircraft, a type also operated by South Korea. GA-ASI says the drone can be ready to fly from austere locales in as little as 1.5 hours once rolled out the back of a C-130. This makes it ideal for different sorts of distributed and expeditionary operations.

As well as the aforementioned Mojave weapons, the Gray Eagle STOL is planned to be armed with launched effects, a capability that it inherits from the improved Gray Eagle 25M. The latter was developed to provide the U.S. Army with the option to procure a more advanced version of the MQ-1C, which would incorporate various enhancements to better meet the demands of a future conflict, likely to be expeditionary peer conflicts rather than a counterinsurgency fight.

GA-ASI has previously underlined the potential use of this drone to tackle enemy air defense systems in a large and very contested battlefield — just like the one that South Korea could face if it goes to war with its neighbor. In this scenario, the drone would lob its launched effects toward the air defenses before acting as a “quarterback,” relaying data gathered by the smaller drones to other friendly elements, be they aircraft, long-range fires, or other platforms.

At the same time, the growing questions around the survivability of drones like this need to be acknowledged. The Gray Eagle STOL and its relatives are potentially vulnerable even when faced by lower-end adversaries, a fact that has been underscored by the scale of losses suffered by U.S. MQ-9 Reaper drones when faced by Iranian-backed Houthi militants in Yemen. The use of LEs at standoff distances and the addition of self protection and electronic warfare pods, as well as combined force tactics, will help them in the fight in the years to come.

The Gray Eagle STOL would also port other advanced technologies over from the Gray Eagle 25M, including the EagleEye synthetic aperture radar, which can detect and track ground targets out to 50 miles and maritime targets out to 124 miles. GA-ASI is also working to introduce an increased-range active electronically scanned array (AESA) antenna, which is intended to allow it to operate beyond the weapons effects zone of many threat systems.

As we have highlighted in the past, the Gray Eagle STOL would also seem to offer a broad portfolio of capabilities that could be of particular relevance to the U.S. military as it prepares for a future high-end conflict, especially one fought in the Pacific against China.

In the past, GA-ASI has specifically said that the “Gray Eagle STOL might go with American forces into an expeditionary base deep downrange, co-locating with them as necessary to support missions, including delivery of supplies with the range to reach from island chain to island chain for units separate from the main body. Operating from a semi-prepared landing zone, a dirt road, or any paved surface, it expands commanders’ options.”

Other roles planned for the Gray Eagle STOL include logistics, and GA-ASI has explored the idea of underwing pods capable of carrying up to 1,000 pounds of cargo. This could be of particular interest for the U.S. military, as it looks increasingly at diverse distributed logistics chains as an essential requirement for supporting future operations in contested environments, especially in the context of a potential future high-end conflict, including in the Pacific.

With these kinds of peer and near-peer conflicts in mind, the Gray Eagle STOL is also intended to be more resilient to hostile electronic warfare jamming, especially to GPS networks. It will have vision-based navigation that can be used to overcome GPS jamming and have SATCOM anti-jam technologies.

Ultimately, the Gray Eagle STOL should emerge as a drone that’s able to fly a wide range of missions, from a variety of land bases and ships. It’s clear that, with their new partnership, GA-ASI and Hanwha Aerospace foresee interest from operators outside of the U.S. and South Korean militaries, too.

Contact the author: [email protected]

On Monday, we reported on Sikorsky’s new U-Hawk cargo helicopter, which is a UH-60 Black Hawk that has been converted into an uncrewed hauler by removing the cockpit and adding clamshell doors in its place, fly-by-wire flight control systems, and additional modifications. You can read all about this aircraft, its genesis, and its capabilities in our report linked here.

Now we have gotten a tour of the actual helicopter on the show floor at the Association of the U.S. Army’s (AUSA) main annual conference just outside of Washington, D.C. Erskine “Ramsey” Bentley, Strategy and Business Development, Advanced Programs at Sikorsky, gave us the walk around, explaining all the U-Hawk’s features.

Check it out in the video below:

Contact the author: [email protected]

Video shows the aftermath of drone and artillery strikes on a shelter in the besieged city of el-Fasher in Sudan’s North Darfur state, which killed at least 60 people. The attack was carried out by the paramilitary Rapid Support Forces (RSF), according to a Sudanese medical advocacy group.

Oct. 11 (UPI) — Locals said a drone and artillery attack on a refugee shelter by the paramilitary Rapid Support Forces in el-Fasher, Sudan, late Friday killed at least 60.

Local activists said the RSF struck the Dar al-Arqam refugee camp with two drone attacks and eight artillery shells, which the RSF has denied, the BBC reported.

“Children, women and the elderly were killed in cold blood, and many were completely burned,” members of an el-Fasher resistance committee said in a prepared statement on Saturday.

The strikes killed at least 14 children and 15 women in the besieged city that is located in North Darfur in western Sudan.

Another 21 people, including five children, also were injured, according to the Sudan Doctors’ Network.

The SDN called the attack a “massacre” and blamed the RSF, despite the paramilitary unit’s denial.

The attack struck the al Arqam Home that shelters displaced families in el-Fasher, Sky News reported.

The city has been under siege from paramilitary forces and caught in the middle of fighting between Sudan’s military forces and paramilitaries operating in the region.

The RSF is among those paramilitaries and is trying to establish a separatist government in the North Dafur region.

El-Fasher is the last stronghold held by Sudan’s army in the Darfur area and has been surrounded by the RSF for 17 months.

The RSF controls most of the Darfur region and much of the Kordofan province in central Sudan.

Evidence was found in a building a few hundred metres from Prime Minister Bart De Wever’s Antwerp residence.

Belgian authorities say they have arrested three people in connection with a plot to attack Prime Minister Bart De Wever and other politicians using drone-mounted explosives.

Federal prosecutor Ann Fransen announced the arrests on Thursday and said the group were under investigation for an “attempted terrorist murder and participation in the activities of a terrorist group”, according to Belgian public broadcaster RTBF.

“Certain elements indicate that the suspects intended to carry out a jihadist-inspired terrorist attack against political figures,” Fransen told reporters.

“There are also indications that the suspects aimed to construct a drone to which a payload could be attached,” she added.

Fransen did not name their intended targets, but social media posts from senior figures in De Wever’s government indicate that he was on the list.

“The news of a planned attack targeting Prime Minister Bart De Wever is deeply shocking,” wrote Deputy Prime Minister Maxime Prevot in a post on X.

“I express my full support to the Prime Minister, his wife, and his family, as well as my gratitude to the security and justice services whose swift action prevented the worst.”

Defence Minister Theo Francken shared a similar message on X.

“Prime Minister, Bart, all our support for you and your family. Thanks to the security services. Never surrender,” he said.

De Wever did not immediately comment on the case.

Belgium’s Gazet van Antwerpen newspaper said explosives were found by police in an Antwerp building a few hundred metres from De Wever’s residence.

Evidence included an improvised explosive device still under construction, a bag of steel balls, and a 3D printer, the newspaper said. Police believe the group were trying to build a drone capable of carrying an explosive payload.

Authorities did not release the names of the suspects but said they had been born in 2001, 2002, and 2007.

One of the suspects has been released, according to Fransen, and two are due to appear before an investigating judge on Friday.

Gazet van Antwerpen said De Wever has been the subject of previous threats. Earlier this year, a Belgian court convicted five people of making preparations to carry out an attack against him.

Oct. 4 (UPI) — Germany’s Munich International Airport resumed flights on Saturday morning after drone sightings closed the airport for 7 1/2 hours, the second disruption in 24 hours.

Drones have affected aviation throughout Europe with Russia suspected of launching them. Several European Union members want a multi-layered “drone wall” to quickly detect, track and destroy drones.

The airport said flights stopped at 9:30 p.m. Friday, affecting around 6,500 passengers.

It reopened at 5 a.m. local time when flight arrivals and departures were deemed safe, a call handler fielding passenger inquiries told CNN.

In a statement Saturday, the airport said 23 arriving flights were diverted and 12 into Munich were canceled. And 46 outbound flights were canceled or postponed.

On Thursday night, 17 flights were grounded because of several drone sightings near the airport.

“As on the previous night, Munich Airport worked with the airlines to immediately provide for passengers in the terminals,” airport officials said in a statement. “Camp beds were set up, and blankets, drinks and snacks were distributed.

“When a drone sighting is suspected, the safety of travellers is the top priority. Reporting chains between air traffic control, airports and police authorities have been established for years. It is important to emphasise that the detection and defense against drones are sovereign tasks and are the responsibility of the federal and state police,” the officials said.

Also Thursday, authorities in Belgium were investigating 15 drones spotted above the Elsenborn military site near the German border, according to Belgian media. The drones then reportedly flew from Belgium to western Germany.

Recently, Russian drones reportedly crossed into Poland and Russian MiG-31 jets entered Estonian airspace in separate incidents.

Russia has denied involvement in the drones in southern Germany in Bavaria, about 18 miles northeast of Munich, is the second-busiest in Germany, behind the one in Frankfurt, handling 41.6 million passengers in 2024.

Munich International is a hub for German flag-carrier Lufthansa. The first flight to touch down after the delay was Lufthansa’s flight from Bangkok at 5:25 a.m., according to the airport’s tracking website. Then starting at 6 a.m., several other flights landed.

The first seven departures were at 5:50 a.m.

The German airport says that 46 flights had been cancelled or delayed, affecting 6,500 passengers.

Germany’s Munich airport has reopened after authorities shut it down the previous night for the second time in less than 24 hours after more suspected drone sightings, as fears heighten across Europe that Russia’s war in Ukraine could spill over across the continent.

The airport, one of Germany’s largest, reopened gradually from 7am local time (05:00 GMT) on Saturday.

Forty-six departures from the airport had to be cancelled or delayed until Saturday, affecting 6,500 passengers.

Munich airport said that on Friday, “from 9:30 pm air traffic was restricted and then cancelled due to drone sightings”, meaning 23 incoming flights were diverted and 12 bound for Munich were cancelled, leaving nearly 3,000 passengers stranded.

A police spokesman told the AFP news agency that there were “two simultaneous confirmed drone sightings by police patrols just before 11pm around the north and south runways”.

“The drones immediately moved away, before they could be identified,” he added.

Authorities were not immediately able to provide any information about who was responsible for the overflights.

Airports in Denmark, Norway and Poland have recently suspended flights due to unidentified drones, while Romania and Estonia have pointed the finger at Russia for drone incursions on their territory. Drones were also spotted overnight in Belgium above a military base.

Some experts have noted, however, that anybody with drones could be behind them.

Earlier on Friday, German Interior Minister Alexander Dobrindt told newspaper Bild that the first night’s incident was a “wake-up call” on the threat from drones, adding that “more financing and research” on the issue was urgently needed at the national and European levels.

The disruptions came as the country celebrated German Unity Day on Friday – a national holiday – and as Munich geared up for the final weekend of Oktoberfest.

The annual beer gala and fun fair had already closed for half a day on Wednesday after a bomb scare.

The German government is expected on Wednesday to sign off on plans for a change in the law to let the army shoot drones down if necessary.

Ukrainian President Volodymyr Zelenskyy warned Europe on Thursday that the recent drone incursions showed Moscow was looking to “escalate” its aggression.

Germany is on high alert, saying a swarm of them had flown over the country last week, including over military and industrial sites.

Denmark also raised the alarm, with Prime Minister Mette Frederiksen reiterating last week that only one country “poses a threat to Europe’s security – and that’s Russia”.

Moscow said it “firmly rejects” any suggestion of involvement, with Russian President Vladimir Putin accusing Europe of stoking “hysteria” to justify rising military spending.

Putin, speaking at the Valdai Discussion Club in the Black Sea resort of Sochi on Thursday, joked about European claims that Russian drones had invaded NATO airspace, saying that he promised he would not do it again, in the case of Denmark, and that he did not have drones that could fly all the way to Portugal’s capital, Lisbon.

“I will not. I will not [send] any more drones, neither to France nor to Denmark, Copenhagen. Where else do they fly to?” Putin quipped.

AT LEAST 30 people have been injured in a Russian drone strike on a Ukrainian passenger train, which left the carriage burning and ripped apart.

Emergency services were rushed to Shotska, in Ukraine’s Sumy region, after the “savage” attack.

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In a post on X, he said: “A savage Russian drone strike on the railway station in Shostka, Sumy region.

“All emergency services are already on the scene and have begun helping people.

“All information about the injured is being established. So far, we know of at least 30 victims.

“Preliminary reports indicate that both Ukrzaliznytsia staff and passengers were at the site of the strike.

“The Russians could not have been unaware that they were striking civilians. And this is terror the world must not ignore.

“Every day Russia takes people’s lives. And only strength can make them stop.

“We’ve heard resolute statements from Europe and America – and it’s high time to turn them all into reality, together with everyone who refuses to accept murder and terror as normal.

“Lip service is not enough now. Strong action is needed.”

With a large-scale ICE operation now underway in the Chicago area, the Federal Aviation Administration (FAA) has enacted a uniquely massive 15-mile radius prohibition against drone flights. The FAA told us the temporary flight restriction (TFR) for drones in this area was requested by the Department of Homeland Security (DHS). The no-fly zone lasts through Oct. 12.

Under this restriction, only drones operated in support of national defense, homeland security, law enforcement, search and rescue and other emergency response efforts, or commercially used drones with a valid statement of work are allowed to fly. In addition, media organizations can apply for an approved special governmental interest airspace waiver. Any drones violating this restriction can be seized or destroyed, the TFR explains. It also extends about 15 miles into Lake Michigan, without any explanation.

There have been no reports that drones have created major problems for federal agents. However, having uncrewed aerial vehicles flying during an ongoing operation like the one taking place in the Chicago area clearly raises concerns about operational security as well as the safety of helicopters and other aviation assets flying in support of it. Meanwhile, despite the possibility of waivers for commercial and journalistic purposes, the restriction is also drawing the ire of commercial drone operators and sparking worries about civil liberties violations.

The move comes as the Trump administration has followed through on its vow to bring federal forces into the nation’s third-largest city. Hundreds of federal agents have poured into the region. On Tuesday, President Donald Trump suggested responding to protests in Chicago and elsewhere would be a good way to prepare troops for combat.

“…we should use some of these dangerous cities as training grounds for our military – National Guard – but military, because we’re going into Chicago very soon,” Trump told a room full of admirals and generals gathered at Marine Base Quantico.

In response to these actions, hundreds of people have taken to the streets in downtown Chicago. They are protesting Immigration and Customs Enforcement (ICE) immigration arrests and Trump’s promised federal troop deployment. One hundred National Guard troops are being deployed to Illinois to protect federal facilities.

Early on Tuesday, about 300 agents from various federal organizations, “using drones, helicopters, trucks and dozens of vehicles, conducted a middle-of-the-night raid on a rundown apartment building on the South Side of Chicago, leaving the building mostly empty of residents by morning and neighbors stunned,” The New York Times reported. Sources said the raid targeted the Tren de Aragua cartel, which the Trump administration has declared a narco terrorist organization.

Federal officials say they have made nearly 1,000 arrests for immigration violations in what has been dubbed Operation Midway Blitz, according to the DHS.

In addition, many of the protests have been aimed at a federal facility in suburban Broadview, located about 10 miles west of Chicago. The facility is being used to detain hundreds of people arrested on immigration violations. At least five people have been arrested amid clashes between protesters and agents in which chemical agents have been deployed to disperse crowds.

Issuing TFRs for emerging security concerns is not uncommon. However, the area this one covers is unusually large. TFRs are more commonly much more focused geographically.

For instance, a previous TFR was imposed over the Broadview facility. There is also one that is active over the federal facility in Portland, Oregon, which is a hotpoint for protests, that is one mile in radius.

Last year, for example, dozens of drone no-fly zones were created in the New Jersey area following thousands of reported mystery drone sightings, most of which proved to be unfounded. However, unlike the Chicago-area TFR, those were imposed on a localized level, mostly over power infrastructure sites. The vast majority only covered a one-mile radius of airspace. The TFR imposed over the Picatinny Arsenal was an outlier with a three-mile radius, a fraction of the area covered by the Chicago restrictions.

Not surprisingly, the local drone industry, which relies on flying the skies of Chicago to conduct business, is not happy with the restriction.

“The airspace closure affects Chicago’s substantial commercial drone industry, including real estate photographers, construction inspectors, and infrastructure surveyors who rely on drones for daily operations,” wrote Haye Kesteloo, Editor in Chief of two drone tech publications: DroneXL.co and EVXL.co. “Part 107 commercial pilots cannot work in the restricted airspace, while recreational pilots face the same grounding through mid-October.”

The restriction “represents one of the most expansive non-emergency TFRs affecting civilian drone operations in a major U.S. city, comparable to airspace closures during major events like the Super Bowl but lasting significantly longer,” he added.

“There’s zero legitimate security reason for this TFR,” Charles Black, a Chicago resident who writes software, complained on X.