finally

Thanks to Google Earth, we can finally put this one to bed. Since the B-21’s unveiling, people have made wild claims about its wingspan, specifically how tiny it is. This was never the case, as we have reported continuously since we first set eyes on it. Many AI-generated and enthusiast-made B-21 fact sheets have gone viral on social media showing wingspans under 130 feet, which only helped propel the nonsense. Now we can definitively say, give or take a few feet, the B-21 spans 152 feet and is 61 feet long. This puts it at about 12% smaller in terms of wingspan than the B-2, and about the same — 12% smaller — when it comes to length.

The image in question, taken of Edwards AFB and dated June 20, 2026, was recently uploaded to Google Earth. While we have seen satellite images of the B-21 going about its business before, this one was published in the public domain and had enough resolution, when paired with Google Earth’s excellent measurement tools, to get conclusive measurements.

Since we first saw the B-21 at Plant 42 in Palmdale, California, during its unveiling, which TWZ attended, we put the top-end size at 155 feet wingspan-wise. That analysis has only narrowed over the years. I have had many emails, social media threads, and other engagements with folks claiming the aircraft was in the sub-130-foot wingspan range. Now we can finally put those battles behind us.

So what does the size tell us? Nothing we don’t already know. The B-21 was always going to be smaller than the B-2. Our analysis from many years ago has stayed the same — the aircraft would be designed with a premium on range and affordability, as well as very low observability, over massive payload. This resulted in the aircraft you see today. It is smaller, but with design priorities that have shifted from its predecessor’s, and 12% smaller in pure dimensions makes total sense considering what Northrop Grumman was trying to achieve. Above all else, it points to the B-21 having an extreme unrefueled range, with improved aerodynamics for high-altitude cruise, more gas for its size, and two efficient engines instead of four.

As for its length, the B-21 is nearly the same length as an F-15 fighter, which sounds bizarre for a large bomber. However, flying wings are visual transformers, looking like compact UFOs side-on and massive head-on or from the planform view.

As far as what else we can discern from the Google Earth image? Not much. We get a bit of a better view of the B-21’s exhaust configuration, but nothing is really revelatory there. The exhausts are deeply buried with large planar exhaust exit ‘ramps’ and have a large chevron trailing edge over the exhaust aperture itself. We have seen some pretty detailed images of this general arrangement from the rear that have been posted on social media. We do see the exhaust pathway as black in color, a feature that was edited out in the official top-down photo of the B-21 seen above, which was released in April, and this is something we mentioned at the time.

ONE UK airport which closed in 2022 is taking another step closer to welcoming passengers back.

Doncaster Sheffield Airport closed after becoming “commercially unviable” and has been left empty since, but it has now announced it’s set to come under public ownership.

South Yorkshire Mayor Oliver Coppard called the deal a “major milestone” towards reopening the airport.

According to reports, South Yorkshire Mayoral Combined Authority (SYMCA) will buy the airport becoming the freehold owner and landlord to the City of Doncaster Council lease.

Oliver Coppard said that the airport being bought by SYMCA would also “provide long-term control, certainty and flexibility” and attract private investment too.

The proposals are subject to approval next week.

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Doncaster Sheffield Airport is preparing to reopen to passengers in 2028 as part of a £193million project.

Before it closed, the regional airport acted as a gateway to Europe for those living in the north of England.

It had airlines like TUI and Wizz Air and flew to the likes of Spain and Portugal.

When it reopens, it’s possible certain routes could be reinstated, as well as longer ones too.

The airport is home to one of the longest runways in Europe, measuring 2,893 metres, which means it could host big jets for long-haul journeys.

As of yet, no airlines have been confirmed for when the airport reopens.

Christian Foster, Director of FlyDoncaster – the company set up to manage the airport – told Sun Travel: “It does feel like the world has changed post-Covid, whereas people were focused on two weeks in Spain or Greece, nowadays we’re seeing a lot of people keen to take city breaks.”

“We’d love to fly to places like Croatia, and other destinations that are a bit more quirky like Azerbaijan.

“We’re keen to look at emerging places to visit as well, like India.“

Another plan for the airport is that when it opens, it will have local businesses rather than chains like Costa or Starbucks.

There would be a mixture of restaurants, bars and shops as well as seating.

Nestled a short stroll from the Griffith Park Ranger Station, near some tennis courts and not far from the remains of the park’s original zoo lies a gem that is on most days behind lock and key. The Griffith Park merry-go-round, which turned 100 this year, stands motionless, many of its 66 wooden horses weathered and caught mid-ascent.

But the effort to ensure that they once again rise, fall and spin around a spherical base has begun. The Griffith Park merry-go-round is being resurrected by a group of passionate supporters and volunteers, some of whom are veterans of the theme park industry. Collectively, they argue that this isn’t simply a relic from another era, but a place of multigenerational connection, a reminder of the beauty of handmade art and a statement piece of Los Angeles.

Tracy James, who works in the Department of Recreation and Parks and focuses on Griffith Park, is helping to lead the plans to refurbish the Griffith Park merry-go-round.

Visitors ride the Griffith Park merry-go-round, a favorite haunt of Walt Disney and his daughters, on Aug. 24, 1951.

Shuttered since the COVID-19 pandemic, save for a brief but limited run in 2022, the Griffith Park carousel is now under city control, purchased last year for $1 million. That’s a veritable bargain for such a museum piece, argues Tracy James, who is leading the efforts to restore the project, one that’s expected to take at least two years and cost millions.

“This is the jewel in the middle of the city,” says James, who works in the Department of Recreation and Parks and focuses on Griffith Park. “The ornamentation and the craftsmanship represent a bygone era.”

There was a real fear, James says, that the merry-go-round would fall into the hands of a private collector, as the carousel, if not officially, has long symbolically belonged to L.A. A piece of whimsy, artistry and play in the middle of a natural wonderland, it is where Walt Disney is said to have dreamed up the vision for what would become the Disneyland Resort and a site that has withstood Civil Rights actions and ’60s-era love-ins. To some, it’s a beacon of hope in the midst of an imperfect urban fabric that has long prioritized the fantastical.

“I got teary-eyed when I walked up,” says Wendy Osmundson, who approached the carousel during a recent open house while on a stroll around the park. Osmundson reflected on a day, decades ago, when the merry-go-round saved the family’s Christmas.

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1. Details from the Griffith Park merry-go-round, which is in need of refurbishment. (Christina House / Los Angeles Times) 2. The horses of the Griffith Park merry-go-round are known for their flowing manes. 3. Each horse at the carousel is outfitted with jewels.

“I was 21, and my mom’s kitchen burned down,” Osmundson says. “We couldn’t have Christmas at my mom’s house. Everyone came to my one-bedroom apartment in Los Feliz, and me and my three sisters came here and rode the carousel. We were adults, but it was really great. I’d love to see it restored.”

Joining the project to do just that are some of the brightest minds in the theme park and amusement industry, and they’re doing so without pay and on their own time. Kurt Sawitskas has already spent weeks analyzing the carousel’s innards, marveling at its antique nature, but also being amazed that it’s still mostly intact.

“Honestly, I don’t think carousels were ever intended to last 100 years,” Sawitskas says. “And now here we are with a carousel that’s 100 years old. We want to honor it and make it run again.”

Sawitskas’ day job is at Walt Disney Imagineering, the creative arm of the company responsible for theme park design. Beginning to think ahead toward retirement, Sawitskas says he was looking for a project in which he could volunteer his time and expertise. He found it.

The painted panels at the Griffith Park merry-go-round will also need to be restored.

Built in 1926, near the end of what many consider the heyday of the American carousel, the Griffith Park merry-go-round began its life in San Diego and was relocated to Los Angeles in the depths of the Great Depression in 1937. It is the showcase product of the Spillman Engineering Co., whose carousel horses were known for the flowing, wind-blown manes and heavily detailed secondary carvings on the portion of their bodies that face viewers, known as the “romance” side.

A few, for instance, have lion heads extending from their chest. Others have cherubs reaching toward the horse’s face. All are adorned with jewels and tails made of real horse hair, many of which have been eaten by squirrels or other critters. Griffith Park’s carousel is especially unique in that it also has horses from master carvers Charles Looff and Charles Carmel, considered the finest carousel craftsmen of the era.

The few carousel companies that survived the Depression largely did so by switching to a cheaper, mass-produced product, such as transitioning from wood to aluminum. An art was lost.

“It’s brought to me a real appreciation of the deeper aesthetic,” Sawitskas says. He mentions this as he’s giving a tour of the horses, emphasizing how the thickness of the paint created a sense of depth in the figures — a saddle, for instance, of a crisscrossing chessboard-like pattern, or elsewhere an aged leathery toughness. “I recognize what is attractive about an amusement like this, and that’s the ability to return again and again and still see something different.”

Horses and a mural at the Griffith Park merry-go-round.

Sawitskas has recruited a pair of co-workers, Troy Leverton and Pim Renting, who work in various aspects of ride engineering, to help in the task. For Leverton, restoring the carousel is important in bringing a piece of history back to the city, one centered on affordable outdoor entertainment.

“I brought my nieces here 10-plus years ago, and rode it and it was really cool,” Leverton says. “Unfortunately, since my daughter has been born this has been shut down. So it was like, you know what, I live in the city, and it’d be really cool to be a part of something that is doing something for the city. I want to bring my daughter back here when it is running.”

It’s also not lost on them that there’s an association between the company they work for and the carousel, although it’s important to stress they are not volunteering their time as representatives of the Walt Disney Co.

The organ inside the Griffith Park merry-go-round.

“There’s obviously a connection with Walt Disney and what we do,” Leverton says. “There’s a lot of history here. The industry was born out of Disneyland, and Disneyland was born out of this place.”

The story goes that Disney would bring his daughters to the merry-go-round, sit on a bench and dream of a place where adults and children could be entertained together. Both Disney and the company have long told this tale, and a bench, as well as one of the original horses from the carousel, can be found on Disneyland’s Main Street, U.S.A. (There were initially 68 horses, but one, says James, is at Disneyland, and another is with a former owner.) With Disneyland’s King Arthur Carousel, which itself dates to the 1920s, Disney requested a number of modifications that closely match the Griffith Park attraction, such as wanting all its animals be “jumpers” that look like they’re galloping.

James, along with Sawitskas and his pals, want the carousel to be restored to its original glory, a magnificent, gleaming merry-go-round that inspired Disney to dream. On a recent Saturday, Sawitskas hopped on a ladder to analyze the condition of the mechanisms that raise and lower the horses and started poring over carousel history books to match the horses with their original paint colors. In the 1920s, lead paint was used, which must be stripped away.

Wendy Osmundson takes a moment to appreciate the memories of riding the Griffith Park merry-go-round.

“There’s no way to just keep painting over this and hiding the problem,” Sawitskas says. “We really need to get down to the bottom. A lot of the horses have small fractures in the wood joints that need to be repaired as well. You can’t do that on top of paint. You need to be at the wood. We have some very nice ways to get down to the wood without destroying the wood itself, just lifting the paint off. We want to restore all the worn wood and reintroduce the carving lines.”

And that says nothing of the mechanical adjustments and efforts to make the carousel ADA accessible. The Griffith Park carousel has one speed — 14 mph — and the hope is to update it with some modern controls to create a smoother ride. All of this is why James is estimating the tally to restore the carousel will top $3 million or $4 million. An assessment is expected in the coming weeks, and fundraising will occur via the nonprofit Friends of Griffith Park. James will be hosting open houses on as many Saturdays as she can, posting updates on the Griffith merry-go-round project Instagram page.

As the world turned, so did the carousel. In 1961, for instance, a riot erupted at the merry-go-round when police officers alleged a 17-year-old Black rider failed to pay for his admission. Onlookers leapt to the teen’s defense, and it took 75 officers to quell the disturbance. Later that decade hippie love-ins were held regularly at the base of the carousel, occasionally drawing the likes of the Hells Angels or law enforcement. The merry-go-round also became a gathering spot for a candlelight vigil when the Grateful Dead’s Jerry Garcia died in 1995.

And today, even in its shuttered and bruised state, it stands defiantly — a testament to handmade art at a time the world is spinning toward all-digital everything.

“One of the biggest challenges here is making it look new again,” Sawitskas says. “But I think if we do that, it’s going to be a treasure.”

One that, by the time it’s operational, will twirl gallantly into its next century.

Emmerdale’s Sadie King, played by Patsy Kensit, got her comeuppance after her lies about Jimmy King were exposed, but two more characters will soon be targeted by her

Emmerdale fans rejoiced on Friday as they saw Sadie King exposed, and she certainly faced the consequences.

Nicola King finally learned the truth about Sadie’s lies. After listening to a voice message on her late husband Jimmy King’s laptop, she realised he had not cheated on her with Sadie after all.

Sadie claimed Jimmy had been leading a double life, enjoying a secret romance with Sadie for three years. She said he was planning to leave Nicola too, when in fact Sadie was making it all up, and was actually just after some money he had promised her prior to his death.

When Nicola finally listened to what Jimmy actually said to Sadie and realised Jimmy was simply giving her some money as a one-off payment, while also confessing his love for his family, she took action. Later confronting Sadie at the graveyard, Nicola attacked her with flowers before knocking her to the floor.

Viewers loved the moment, and so did the other village residents watching. Sadie finally found herself caught out and faced the repercussions, with fans saying it was about time.

One fan posted: “I am SO HAPPY Nico got to do that to Sadie.” Another agreed: “Me when Nicola started whacking Sadie with the flowers.”

A third fan commented: “The funeral scenes were so good,” as a fourth added: “Sadie being pushed was good.” However, Nicola might have taken down Sadie, but it’s not over.

Sadie’s about to form an alliance with another village baddie, and she’s got two new targets lined up. Joe Tate and Sadie team up next week against the Miligans, and it’s set to be explosive.

Joe wants to take revenge on the couple yet again, but this time, it’s not missing Graham Foster he’s enlisting the help of. Sadie agrees to help Joe, as she plots to split Caleb and Ruby up.

Joe tasks Sadie with spying on Ruby and Caleb, as he wants her to find evidence that will destroy them. Sadie’s got her own ideas though, and she tells Joe she will seduce Caleb.

Soon Sadie works on getting Ruby to open up, and secrets are revealed. Sadie reels Ruby in with a sob story, but Cain Dingle is suspicious about Sadie deciding to stick around in the village.

Cain warns his brother Caleb that Sadie will ruin his life, but he’s sure he’s too smart for her. But will Sadie be able to get her own way, and will she and Joe be successful in their plan to target the couple?

Emmerdale airs weeknights at 8pm on ITV1 and ITVX. * Follow Mirror Celebs and TV on TikTok , Snapchat , Instagram , Twitter , Facebook , YouTube and Threads .

TWO HISTORIC Palm Houses that are home to hundreds of rare plants have reopened following an ambitious revamp.

The buildings that are almost 200-years-old are part of the Royal Botanic Garden in Edinburgh, but were forced to close for five years to repair leaks and rust.

Plans were first drawn up to upgrade the two Palm Houses in 2017 – but it wasn’t until 2021 when they closed, and then in 2022 the restoration began.

As of October 2, they are now open to the public once again after extensive work costing £23.5million, as reported by The Times.

During the works, more than five thousand panes of glass were replaced, and the ironwork that had been corroding has been repaired and repainted.

The stone work was renovated and a wall that once separated the two houses has been knocked down.

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Around 800 rare plants like palms, conifers, ferns and begonias were temporarily moved during the restoration work – luckily the majority of them survived.

However, one 200-year-old Sabal palm tree had grown too tall for the glass house and couldn’t be saved.

But some of its seedlings have been kept.

The oldest of the two Palm Houses is the Tropical Palm House which was first built in 1834 and was the tallest traditional palm house in the UK at the time.

The second is the Temperate Palm House which was built in 1858 and still remains as one of the tallest traditional palm houses in the world.

Talking to the BBC, David Knott, the director of horticulture at the Botanic Garde, said: “For many people in Edinburgh and throughout Scotland and throughout the world, the palm houses in Edinburgh really are one of the most iconic features of the Botanic Garden here.”

The Royal Botanic Garden in Edinburgh is one of the most popular attractions in Scotland and won a Tripadvisor Travellers’ Choice Award.

One visitor said on Tripadvisor: “Absolutely beautiful gardens and a fantastic place to spend a few hours in Edinburgh.

“Everything was incredibly well maintained, with good paths, easy-to-follow maps and plenty of interesting and informative exhibitions along the way.”

Another called it a ‘must-do’ in Edinburgh with a third saying it’s the ‘best place for a walk’ in the city.

For those who want to visit the Royal Botanic Garden, tickets for adults cost £5.50, children age 15 and under go free, and concessions cost £4.70.

For Young Scot card holders and those on Universal/Pension Credit, entry is £1.

The Navy has announced plans to buy 30 new drone boats, 10 from each of three companies, under its Medium Unmanned Surface Vessel (MUSV) program. The deals are an important step forward for the Navy’s latest attempt to field larger USVs after years of setbacks and shakeups, but it remains to be seen when these new capabilities might actually become operational.

Galliano Marine Services, Huntington Ingalls Industries (HII), and Saronic Technologies each received so-called Other Transaction Authority (OTA) agreements in relation to the MUSV program today. OTA is a contracting mechanism designed to support rapid prototyping and other research and development work without having to use more traditional and often lengthy processes.

The awards “mark a significant step forward in translating the strategic vision into a tangible fleet capability,” Chris Miller, the Navy’s Acting Direct Reporting Portfolio Manager for Robotic and Autonomous Systems (DRPM RAS), told TWZ and others at a media roundtable earlier today. “Each agreement is for the procurement of 10 MUSV at an average procurement cost of $40 million per vessel.”

Saronic and HII submitted their Marauder and Romulus designs, respectively, to the MUSV Phase I competition. Galliano Marine Services, which does business as Edison Chouest, does not appear to have announced its entrant publicly. At a unit cost of $40 million, the total price tag for 30 MUSVs, regardless of type, would be $1.2 billion.

“Production will begin immediately at shipyards in Loreauville, Houma, and Franklin, Louisiana, with deliveries starting as early as the fourth quarter of [Fiscal Year] 2027,” Miller added.

To take a step back quickly, the Navy has used a variety of definitions for what qualifies as a “medium” USV over the years. It’s also important to note that the Navy already fields several speedboat and jet ski-type USVs operationally that are capable of performing various different missions, including employment as one-way attack munitions.

Threshold MUSV program requirements the service put out in March included a range of at least “2500 nm [nautical miles] at 25 knots while carrying a 25 MT [metric ton] load on the payload deck in NATO STANAG 4194 Sea State 4.” Sea State 4 is characterized by wind speeds of 17 to 21 knots and wave heights between four and eight feet, per that NATO standard. The MUSVs also had to be able to carry forty-foot equivalent units (FEU) containerized payloads and refuel at sea at a rate of “2,000 gallons per minute of fuel through deck connections.” Various other operational and sustainment requirements were laid out at that time, as you can read more about here.

The OTAs announced today were awarded “following successful at sea testing” under Phase I of the MUSV program, according to a press release the Navy put out today. A total of seven companies competed in this initial phase, with the others being Birdon, Leidos, PacMar Technologies, and Sea Machines. That work was conducted under an earlier round of OTAs.

“The testing evaluated, among other things, the vessel’s ability to see and understand the surrounding maritime environment, how well the vessels navigated autonomously according to the international regulations for preventing collisions at sea, and the vessel’s ability to conduct a long-duration mission,” the Navy’s Miller said at the roundtable earlier today. “The demonstrations had to prove that the designs were mature enough to meet the Navy’s operational standards and our requirements.”

In terms of the long-duration mission requirements, “the test was that they had to be able to execute [over] roughly 26 hours and over 360 nautical miles with only a single input during that time from a C2 [command and control] station allowed,” Milleter further explained. “So, it basically demonstrated that the vessel could run for an excess of 24 hours at an extended range with very minimal input from the actual operator from a C2 station. This provided basically our input and our ability to assess how truly autonomous the functionality was of the platforms.”

Overall, the OTA awards “were based on the optimal mix of autonomy, performance, design, production schedule, and cost,” he added.

The MUSV Phase II contracting notice outlines additional parameters, including that submitted designs cannot be more than 295 feet (90 meters) long or displace more than 5,000 metric tons. The USVs also have to be able to accommodate “at least 2x Twenty-foot Equivalent Unit (TEU) [containerized payloads] weighing 24,000 kg each and consuming 25 kW each” and be “capable of executing multi-day unmanned operations of at least 10 days.” The drone boats need to be “operable in NATO STANAG 4194 Sea State 4 and survivable in Sea State 6,” as well. The full lists of threshold requirements and desired attributes are reproduced below.

In addition, “to be considered for this Call for Solutions, the proposed MUSV must be ready for operational demonstration at the time of solution submission,” according to the Phase II contracting notice. “An MUSV requiring substantial modifications for the production platform compared to the as-demonstrated platform will not be considered.”

“The Phase II solicitation allows entrants to compete and existing vendors to submit updated product blocks and modular payload configurations,” Miller, the Acting DRPM RAS, said today. “Testing evaluations will begin as early as November 16th, and proposals will be assessed on a continually rolling basis over the next five years.”

Miller also drew attention to the elimination of the speed and at-sea refueling targets previously outlined in Phase I.

“What we learned from Phase I is that as you increase the speed requirements and some of these other things, it does present certain challenges for industry,” according to Miller. “So I’m trying to actually find the sweet spot in the market where there is healthy competition, and there’s opportunities, and we can have more things that potentially are dual use, both military and civilian.”

So far, the Navy has only offered limited insights into exactly what specific mission sets it wants the MUSVs to perform, even initially.

The “MUSV Phase I requirements were closely tailored to fulfill operational requirements for a specific mission set focused on demonstrated ability to carry containerized payloads while meeting specific vessel performance requirements for speed and range,” Miller said during today’s roundtable. “However, there is an ever-increasing demand signal that we must be ready to meet. To ensure scalability across the broader mission sets and to support our joint force, we issued a formal call for solutions for MUSV Phase II integration and testing.”

He also stressed that the modularity of the designs being acquired now would allow for the continued evolution of their capabilities as time goes on.

With the focus on containerized payloads, “honestly, inside you could have a sensor, you could have repair equipment for ships,” Rebecca Gassler, who was the Navy’s Portfolio Acquisition Executive for Robotic and Autonomous Systems (PAE RAS) until August, also told TWZ and other outlets back in March. “You could have any number of payloads inside those, and you basically are able to just swap them on.”

In announcing the new OTAs today, as well as discussing the Phase II MUSV plans, the Navy also highlighted continued opportunities for the other companies that had been involved in Phase I.

“Leidos, PAC MAR, and Sea Machines were determined to complete the project provided for in their prototype other transaction agreement and will receive a $15 million award as part of the previously established terms of the prototype OTs,” the Navy’s MUSV announcement today adds. “Alongside the OT awardees, will be accepted onto the Drones.mil hosted Maritime Marketplace, where they are now eligible to receive follow-on production agreements from authorized acquisition authorities across the DOW [Department of War].”

Birdon did not complete the required testing. Based on the terms of the Phase I OTAs, Galliano, HII, and Saronic will also receive $15 million awards and be included in the marketplace. The aforementioned Phase II CFS is intended “to expand its acquisition pipeline through a Maritime Marketplace to broaden offerings and satisfy future MUSV mission sets,” as well, per the Navy.

The Navy stressed the importance of this open-ended “marketplace” model as a way to accelerate the acquisition process when it first outlined the MUSV program to the public back in March, as you can read more about here. Just last week, the service also established a new Robotic and Autonomous Systems Warfighting Development Center (RASWDC) to serve as a focal point for “the development, operational integration, and employment of robotic and autonomous systems (RAS) across the maritime domain,” to include the MUSV effort.

The Drones.mil marketplace also extends to all branches of the U.S. military and beyond just USVs. Miller today did highlight the potential for possible cooperation with other services on drone boat efforts through this framework. He also said the Navy might be willing to consider additional acquisition strategies, including leasing uncrewed platforms, in the future.

Larger USVs have long been seen as key to bolstering the U.S. Navy’s overall operational capacity above the waves, and doing so in a cost-effective and rapidly producible manner. They are also viewed as central to enabling new, more distributed concepts of operations designed to help expand operational coverage and reduce the vulnerability of crewed ships, especially in any future high-end fight in the Pacific with China.

“Unmanned technology is redefining operations and providing our combatant commanders with unprecedented scale, persistence, and risk tolerance,” the Navy’s Miller said at the roundtable.

At the same time, as mentioned, the Navy has attempted to acquire operational fleets of larger drone boats in the past without success. Today, the service’s capabilities in this regard remain limited to a pocket force of still largely experimental optionally-crewed designs.

Since the Navy first unveiled it in March, MUSV has already faced certain hurdles. This includes a major leadership shakeup in August that saw PAE RAS Rebecca Gassler, the first person to ever hold that post, removed from her post after just eight months for reasons that are still not immediately clear.

In July, it also emerged that Blue Water Autonomy and Saildrone had filed suit against the Navy over being left out of Phase I of the MUSV competition. The companies alleged that the service did not follow its own selection criteria. That lawsuit is still ongoing. Blue Water Autonomy, among others, had also previously made investments in response to requirements the Navy had laid out for a previous effort called the Modular Surface Attack Craft (MASC) last year. The MUSV program has now fully supplanted MASC.

In speaking at the roundtable today, Miller acknowledged potential budget limitations and other hurdles that could still impact MUSV going forward. “I’m trying to be prepared depending on where that demand goes,” he said.

As said at the start, today’s MUSV announcement is an important new step forward for the Navy’s efforts to acquire fleets of larger USVs, but the service still has to transition these efforts into operational realities.

Contact the author: joe@twz.com

After nearly seven years of waiting, Taiwan has received the first two aircraft from its long-delayed purchase of 66 new-build F-16C/D Block 70 fighters from the United States.

The two single-seat F-16Cs, serials 6727 and 6728, touched down at Chihhang Air Base near Taitung on October 2. They are the first factory-new fighter aircraft delivered to Taiwan in 25 years and mark the beginning of the aircraft acceptance and integration phase of the Republic of China Air Force’s (ROCAF) so-called Peace Phoenix Soaring project.

2架F-16V戰機飛抵台東|中央社即時影音

The two jets have also had an unusually eventful trip to Taiwan.

They began their journey to the island on August 17, flying from Lockheed Martin’s production facility in Greenville, South Carolina, to Hawaii. The aircraft were subsequently forced to remain there for more than a month after an unexpected issue prevented them from continuing across the Pacific as planned. The reasons for the delay have been the subject of considerable speculation, including weather and tanker availability.

The two jets finally departed Hawaii again on October 1, stopping in Guam before making the final leg to Taitung today.

Taiwanese Defense Minister Wellington Koo said today that more of the aircraft will arrive before the end of the year, although he did not provide a specific number.

The 66-aircraft purchase is worth approximately $8 billion. Taiwan originally expected deliveries to begin much sooner, but production-line adjustments, supply-chain problems, and software issues contributed to delays. COVID, too, had an impact on the production line.

The program’s delivery schedule has slipped repeatedly. Defense Minister Koo said in March, May, and again through his deputy in June that the first aircraft were expected to arrive by the end of September. That deadline passed without an F-16 reaching Taiwan.

Taiwan’s Ministry of National Defense acknowledged in late September that development and production of the aircraft’s new electronic warfare self-protection system had also been a factor.

The Block 70s are being equipped with L3Harris’ AN/ALQ-254(V)1 Viper Shield electronic warfare suite, and the system was not yet fully through its development and production process when the first aircraft were otherwise ready for delivery. L3Harris announced on September 3 that it had completed production of the first 35 Viper Shield systems, underscoring that the electronic warfare equipment was itself still moving into production as Taiwan’s fighters were approaching delivery.

Viper Shield Electronic Warfare System

Taiwan chose to acquire the AN/ALQ-254 rather than the AN/ALQ-257 electronic warfare system used on U.S. Air Force F-16s.

Lawmakers have questioned whether the system meets requirements associated with earlier work to modernize earlier F-16A/B Block 20 fighters to the F-16V standard. Meanwhile, Defense Minister Koo argued that those requirements applied to the earlier Block 20 upgrade rather than the new Block 70 purchase. Other international F-16 Block 70 operators are also using Viper Shield.

Taiwanese officials have defended the decision, citing the specific requirements of Taiwan’s F-16 fleet and associated procurement considerations. The system is intended to provide the new fighters with a modern electronic warfare and self-protection capability against increasingly sophisticated radar and missile threats.

There are also still questions about when the Viper Shield system itself will be fully ready.

Weapons deliveries have also not kept pace with the aircraft themselves.

Taiwan is receiving AIM-120C-8 AMRAAM air-to-air missiles as part of the F-16 package, with 200 ordered. The C-8 version incorporates upgrades from the U.S. Air Force’s Form, Fit, Function Refresh (F3R) effort, including new electronics and improved electronic-counter-countermeasures intended to make the missile more capable in a heavily contested electromagnetic environment. For Taiwan, the missile will provide the new F-16s with a modern beyond-visual-range air-to-air weapon that can be cued by the aircraft’s AN/APG-83 Scalable Agile Beam Radar (SABR), as well as other sources of targeting information through the F-16’s networked systems.

The AIM-120C-8 is particularly relevant as Taiwan fields more F-16s against China’s increasingly capable fighter fleet, which includes aircraft equipped with long-range air-to-air missiles such as the PL-15.

Taiwan’s F-16 Block 70s will also be armed with the AGM-88 High-speed Anti-Radiation Missile (HARM), intended for attacks against enemy air defense systems. According to Roy Choo, a defense journalist and TWZ contributor, the first of the new AGM-88F (remanufactured from U.S. Air Force AGM-88B) missiles arrived in Taiwan back in 2022, for the F-16V fleet.

The major gap is the AGM-154C Joint Standoff Weapon (JSOW). The precision glide weapon is intended to give Taiwan a longer-range strike capability against ground targets without requiring the launching aircraft to fly directly over heavily defended areas. According to the latest reporting from Taiwan, deliveries of the AGM-154C have been held up by delays on the U.S. production line and may not begin until 2027 or 2028 at the earliest. Existing stocks of these weapons were also heavily used in Operation Epic Fury.

The two aircraft now sitting at Chihhang are significant for another reason. Unlike Taiwan’s existing F-16V fleet, they are new-production aircraft rather than older fighters that have been upgraded.

Taiwan received 141 F-16A/B Block 20s that were upgraded to the F-16V configuration under a separate modernization program completed in 2023. The new Block 70s incorporate many of the same technologies — including the APG-83 — but are built from the ground up as new aircraft.

The Block 70s will also bring a significant new passive-sensing capability to Taiwan’s F-16 fleet. Under a $328.5-million U.S. Foreign Military Sales contract awarded to Lockheed Martin in February, Taiwan is receiving the company’s IRST21 Legion-ES infrared search and track system. Designed specifically for the F-16, the long-wave infrared sensor can passively detect and track airborne targets without emitting radar energy. That gives the aircraft another way to search for and track threats while reducing its own electromagnetic signature. The IRST21 also gives the F-16s a passive way to detect and track low-observable targets, potentially providing another means of finding Chinese stealth aircraft without relying solely on radar.

In 2019, Lockheed Martin displayed a model of a Block 70 F-16 with what appeared to be a podded IRST system on one of its chin stations at the biennial Taipei Aerospace & Defense Technology Exhibition in Taiwan:

The new fighters will therefore complement Taiwan’s upgraded F-16A/Bs while expanding the overall number of modern F-16s available to the ROCAF.

The timing matters.

People’s Liberation Army (PLA) aircraft operate around Taiwan on an increasingly routine basis, forcing the ROCAF to maintain a persistent air-defense posture. The additional F-16s will provide more aircraft for missions ranging from air defense and counter-air operations to maritime strike.

The F-16V fleet is also being tested for a more specialized intelligence, surveillance, and reconnaissance role. The ROCAF has recently been conducting flight and systems integration testing of the MS-110 advanced reconnaissance pod, part of its Phoenix Scout project. The service plans to acquire six pods to replace older reconnaissance equipment. Based on the DB-110 digital sensor architecture, the system combines visible-light and infrared imaging with long-range, day-and-night reconnaissance, and real-time image transmission, allowing imagery to be passed more rapidly to ground command and intelligence elements. Integrating the pod with the F-16 and associated ground systems will give Taiwan another means of monitoring activity around the island and its surrounding waters.

But Taiwan remains heavily outnumbered across the Taiwan Strait.

China is fielding an increasingly sophisticated combat aircraft fleet that includes the J-20 and J-35 stealth fighter, large numbers of advanced fourth-generation fighters, airborne early warning and other force-multiplier aircraft, and a growing variety of uncrewed systems.

And the F-16s will face the same fundamental problem as Taiwan’s other combat aircraft in a major conflict: staying operational.

China possesses extensive missile and air capabilities that could threaten Taiwan’s airbases, aircraft shelters, fuel supplies, command-and-control infrastructure, and other elements needed to keep fighters flying. You can read more about how the ROCAF would likely go to war with China in this previous in-depth feature.

Basing the new F-16s at Chihhang Air Base, operated by the 7th Tactical Fighter Wing, is significant, Choo told us.

“The basing of the aircraft at Chihhang allows the ROCAF to readily project air power south and eastwards, especially over the Bashi Channel, which is one avenue PLA can gain access to the Philippine Sea and beyond,” he explained. “Previously, ROCAF fighters from other bases maintain QRA detachments there”

The F-16 delivery today is only the beginning of a much larger effort to get all 66 aircraft into Taiwanese service.

According to the latest information from the ROCAF, 63 F-16C/D Block 70s remain in various stages of production and delivery in the United States, with some already moving through the handover process. The remaining aircraft will be delivered according to production, flight-test, and acceptance milestones before being ferried to Taiwan.

Once the full order is delivered, Taiwan will operate more than 200 F-16s when the new Block 70s are combined with its existing fleet.

That will give the ROCAF a considerably larger force of modern F-16s, with substantial commonality between the upgraded F-16V fleet and the new-production Block 70s.

The aircraft will still need to go through Taiwan’s acceptance procedures, while pilots and maintenance personnel complete the necessary conversion and training work. The new jets will then be progressively incorporated into the ROCAF’s operational units.

Remarkably, the arrival of the first Block 70 fighters today marks the first delivery of new fighters to Taiwan since 2001, when the last of the 150 F-16A/B Block 20s were delivered.

“The ROCAF’s surviving fleet of 139 F-16s, 53 Mirage 2000s, and 129 F-CK-1s was largely inducted in the 1990s, when Taiwan held the upper hand in the cross-Strait air-power balance,” Choo explained. “Even then, there remained a requirement for additional fighters, prompting the island’s first formal request to purchase 66 F-16C/Ds during the 2006 Monterey Talks.”

“By the late 2000s, these fighters were approaching the limits of their combat effectiveness as the PLA air fleet expanded in both size and capability. Fortunately, substantial upgrades began to be rolled out to the F-CK-1s and F-16s from the 2010s.”

In the wake of the 2019 acquisition of the F-16C/D Block 70s, questions arose over the aircraft’s asymmetric value as the Taiwan military increasingly focused on developing a plan for asymmetric capabilities in response to the PLA’s growing combat power.

“However, developments in recent years have underscored the continued importance of a capable fighter fleet not least for policing Taiwan’s airspace amid the PLA’s sustained gray-zone air operations around the island,” Choo added.

The timing of today’s arrival is also notable.

The aircraft reached Taiwan just days after U.S. President Donald Trump met Chinese President Xi Jinping in Washington. The delivery comes amid questions in Taipei about the future pace of U.S. arms transfers, after Trump said in May that a proposed $14-billion Taiwan arms package was being held in abeyance. He had approved an $11-billion package in December 2025.

Washington continues to say that its policy toward Taiwan has not changed.

Beijing, for its part, continues to oppose U.S. arms sales to Taiwan and regards the island as part of Chinese territory.

It has taken nearly seven years to get the first two F-16C/D Block 70s, to Taiwan. But their arrival marks the first step in a major modernization of the ROCAF’s F-16 fleet, adding new-production fighters with improved radar, electronic warfare, sensors, and weapons to a force that is already operating upgraded F-16Vs.

Contact the author: thomas@thewarzone.com

Germany is moving ahead with plans to give its unusually large F125 frigates a medium-range air-defense capability, helping address one of the most conspicuous weaknesses of a four-ship class that has long attracted attention for having relatively little combat power for its size.

Diehl Defense and Germany’s Federal Office of Bundeswehr Equipment, Information Technology and In-Service Support (BAAINBw) have signed a contract to adapt and develop the IRIS-T SLM surface-to-air missile system for operational use aboard the German Navy’s F125 frigates. Under the agreement, Diehl will build prototypes and conduct comprehensive test firings intended to validate the system’s integration and performance within the existing F125 architecture. Each frigate will be fitted with two new launchers, each capable of holding 16 missiles, for a total of 32.

“The aim is to make the system mission-capable on the German Navy’s F125 frigates,” Diehl said in today’s announcement. The company described the prototype construction and test-firing phase as necessary to ensure “the seamless integration and maximum performance” of IRIS-T SLM within the frigate’s existing architecture.

The program has moved notably quickly, reflecting the urgency of the requirement.

Germany began examining the feasibility of integrating IRIS-T SLM with the F125 in 2024, with BAAINBw and Diehl studying the technical risks and requirements of adapting the normally land-based system for shipboard use. That effort led to the development of a navalized demonstrator in 2025. In October of that year, the F125 frigate Baden-Württemberg took part in a German Navy Maritime Firing Exercise off Andøya, Norway, carrying an experimental anti-air warfare module based on IRIS-T SLM. Diehl says the module went from concept to firing in less than 10 months and met all established test and evaluation objectives.

The Bundeswehr subsequently reported that Baden-Württemberg fired three live IRIS-T SLM missiles during the exercise. The ship’s radar supplied target data to the missile system, demonstrating the basic integration between the F125’s sensors and the navalized air defense architecture.

The exercise established that the concept could work at sea; the contract signed now is intended to turn that demonstration into a qualified fleet capability.

The German parliament’s Budget Committee approved the adaptation effort on September 23, with the German Defense Ministry describing it as a means of expanding the F125’s self-defense capabilities in response to the current air threat. The ministry also pointed to IRIS-T SLM’s combat experience in Ukraine.

The effort needs to be seen in the context of why the F125 has been such a controversial warship in the first place.

As TWZ examined in 2017, the F125 is a roughly 7,200-ton, 490-foot warship with an unusually small core crew and a concept of operations centered on long-duration deployments, stabilization missions, crisis management, conflict prevention, and international intervention rather than high-end fleet combat. The class was designed to spend long periods away from Germany and operate with relatively modest manpower requirements.

But its armament does not remotely match the size and sophistication of the hull. A completed, the ships were equipped with eight RGM-84 Harpoon anti-ship missiles, a 127mm gun, remotely operated guns and, for close-quarters air defense, two RIM-116 Rolling Airframe Missile launchers. The F125 has no medium- or long-range surface-to-air missile capability and no organic sonar or dedicated anti-submarine warfare weapon system.

At the same time, the TRS-4D/NR radar and other sensors can see far beyond the engagement envelope of the close-in air-defense weapons, but there is little the ship itself can do with that information against an aircraft or incoming missile at medium range.

Nearly a decade later, IRIS-T SLM is emerging as an answer to at least part of that problem.

Even with IRIS-T SLM, the F125 is well short of being an air warfare destroyer. It also still lacks an organic anti-submarine warfare capability or the kind of large vertical-launch missile battery found on Germany’s F124 frigates.

However, it does fill a gap between the F125’s originl short-range defenses and the capabilities of other ships or aircraft operating around it.

IRIS-T SLM is designed as a medium-range surface-to-air system, with an engagement range of around 25 miles and an altitude envelope of approximately 65,000 feet. As shown in the 2025 demonstration, the F125’s radar can feed information directly into the missile system, exploiting the ship’s existing sensor capabilities.

IRIS-T SLM (Medium Range Ground-Based Air Defence)

Rather than rely heavily on escorts for protection against airborne threats outside the short range of RAM, an IRIS-T-equipped F125 could at least contribute to its own medium-range air defense. Recent operations in the Middle East hve underscored the importance of this in contested maritime environments.

It also gives the ships a more useful role in a task group. The threat environment has changed substantially since the F125’s original concept was drafted. Cruise missiles, drones, loitering munitions, and increasingly sophisticated aircraft mean that even ships operating away from a major naval war can face threats well beyond the range of their existing close-in defenses.

In November 2024, Germany confirmed that the F125 frigate Baden-Württemberg, returning from an Indo-Pacific deployment, would avoid the Red Sea and sail around Africa because of the Houthi missile and drone threat. The German Defense Ministry explicitly cited the ship’s limited air defense capability and its inability to provide an effective air-defense umbrella for itself or its accompanying replenishment ship.

Ironically, the F125’s large hull, extensive electrical power, sophisticated radar, substantial aviation facilities, long endurance and relatively spacious mission areas were always supposed to provide room for a flexible approach to future missions. Yet the class’s original weight and integration constraints made adding major weapons difficult, a concern TWZ also highlighted in 2017.

IRIS-T SLM offers Germany a way to add a meaningful capability without undertaking the much more invasive redesign associated with installing a conventional vertical-launch system. The 2025 demonstration used an AAW module mounted on the ship’s deck rather than a conventional VLS installation, and today’s program is focused on adapting the system to the F125 architecture.

Once IRIS-T SLM is installed, the F125 will still be an unusual frigate. It is enormous by the standards of its mission, optimized for endurance, and lacks some of the weapons traditionally associated with a high-end surface combatant. But it will bring more to a contested fight.

The program should give the class a credible medium-range air-defense role, and provide Germany with a way to get considerably more utility out of four ships whose original design philosophy was always somewhat controversial.

Contact the author: thomas@thewarzone.com

The reality star may have already been known to some viewers before even stepping foot in the Big Brother house

Big Brother fans are just discovering why Omar El Mayer looks so familiar.

The 21-year-old Londoner was introduced on the ITV2 show as a jewellery seller, and claimed he would bring “a different energy” to the house ahead of his grand entrance. He added that should he win the show, he would “buy all the kids from my estate school shoes and give something back to my community.”

So far viewers have watched him forge a sweet relationship with co-star Rhianna, also 21. The pair have been going from strength to strength, with Rhianna recently praising her beau for his support during the House of Nothing twist, telling Big Brother she would have been unable to endure it if not for him.

While he has been a calming presence in the house for Rhianna, it seems Omar has reached his limit. Tonight’s episode (October 1) sees the star clash with both Rob and Yasmin in the wake of the housemates dancing on the table.

“This is mad – I put my bread on that table yesterday. And he’s got his feet on it. It’s horrible,” Omar says. As Rob cleans the surface and quips that it was “for the germophobes”, Omar doesn’t take kindly to the remark.

“It’s not germaphobia,” he clarifies, before adding: “Yesterday I put my toast on that table and ate it off the table. That means if I didn’t see you do that, today I would have put toast on top of your feet.”

Later on he tells Yasmin to stop “with the obnoxiously loud songs”, leading to a confrontation between the pair. Yasmin hits back, telling him: “Let your hair down. Have a laugh. It’s alright. F****** hell. I’m going to do what the f*** I please. Stop telling me what to do. You keep telling me what to do and I don’t like it.”

Amidst the drama, fans have worked out why the star looks familiar. That is because he is a rapper that goes by the stage name of PAIID, and he boasts close to 30,000 monthly listeners on the platform. He has also posted frequently online as a content creator, though his social media accounts are no longer accessible.

“WAIT… PAIIDGRAM IS OMAR FROM BIG BROTHER?! I KNEW I RECOGNISED HIM!!” one viewer remarked along with a montage of video clips of the reality star. Meanwhile another show fan took to Reddit to ask if others were aware of his past.

“Did anyone know Omar is a rapper, he goes by the name ‘PAIID’ on Spotify,” they started. “Also, he was a TikToker previously, he went by ‘paiidtt’ and ‘fxpaiid’. He deleted his account a few days before BB began, but there still are some reposts of his videos. I found this out now, I’m wondering if everyone already knows this or not.”

Big Brother airs Sundays to Fridays at 9pm on ITV2 and ITVX.

The U.S. Air Force is looking at adding a missile warning system (MWS) to its new F-15EX Eagle II fighters. This will give the aircraft a way to optically detect incoming missile threats, especially passively guided ones like heat-seeking infrared-guided missiles, which they currently lack. The continued absence of an MWS has become more pronounced in light of recent combat experiences over Iran.

The F-15EX is derived from earlier F-15 variants that all have MWSs, and it had seemed logical to expect the Eagle II would feature this capability. So it was puzzling when the first examples rolled out without such a system, and no apparent plans to install one on a jet already costing upwards of $100 million. The omission has been glaring for years now, especially given that the aircraft has all the provisions for such a system, including blanked-over spots for the sensors.

The Air Force has 22 Eagle IIs in inventory now and currently plans to acquire a total fleet of 267 of the jets. The aircraft’s manufacturer, Boeing, is on contract now to build 120 F-15EXs, including a lot of 22 jets through a new $2.38 billion deal also announced yesterday.

Now, the Air Force Life Cycle Management Center’s (AFLCMC) Fighters & Advanced Aircraft Directorate “is seeking sources for the procurement of an operationally qualified threat missile launch and approach warning system for rapid integration into the United States Air Force (USAF) F-15EX Eagle II fighter aircraft,” per a contracting notice put out yesterday. “The MWS must alert the F-15EX aircrew to the presence of missiles that may threaten the aircraft without unreasonably distracting the aircrew with false alarms.”

As mentioned, the F-15EX is already configured to accommodate an MWS, inside and out, something AFLCMC’s notice emphasizes. This is a result of the Eagle II having been directly derived from the F-15QA variant for Qatar, which itself was an outgrowth of the F-15SA for Saudi Arabia. While many of the F-15EX’s advances come from these aircraft, the first F-15 variant to get an MWS was actually Singapore’s F-15SG. The Advanced Eagle line and the F-15SG are part of Boeing’s extended F-15E Strike Eagle family.

“The MWS must use the six (6) pre-existing F-15EX sensor locations, data cables, power cables, and cooling,” the contracting notice says. “It must be easily, safely, rapidly, and organically installable and removable in the field by USAF military aircraft maintenance personnel without requiring any change to aircraft configuration beyond installation of MWS line replaceable units (LRUs) in the six (6) pre-existing locations in the aircraft dedicated for missile warning.”

Those most visually prominent of those pre-existing sensor locations are two horn-like sponsons, one on each side of the forward fuselage right below the cockpit canopy. There are two more locations at the ends of the jet’s tail booms. The last two locations are situated so additional sensors can face straight up and down to provide total 360-degree coverage.

The sources sought notice does not mention any specific MWS and invites prospective vendors to submit proposals. It also stresses that the Air Force is still in the “market research” phase of the contracting process and that it “does not constitute [a] solicitation and shall not be construed as a commitment” to buy such a system.

The F-15SA uses the AN/AAR-57 Common Missile Warning System (CMWS), and this system is understood to also be found on the F-15QA. Beyond F-15 variants, versions of the AN/AAR-57, for which BAE Systems is currently the prime contractor, are fielded today on a wide variety of other fixed-wing aircraft and helicopters, including various types in U.S. military service. CMWS variants are notably found across the U.S. Army’s AH-64, UH-60, and CH-47 helicopter fleets.

All versions of the CMWS consist of several electro-optic missile sensors (EOMS), the number of which varies from platform to platform, linked to a central electronic control unit (ECU). The system is also designed to be integrated into larger defensive suites.

While the AN/AAR-57 is a proven system with years of successful integration on the F-15 and other platforms, it is just one option of the open market today. The Air Force could choose to take another route, possibly with a new system that offers added functionality.

The addition of any MWS will give the F-15EX a valuable, if not increasingly critical, boost in defensive capability. The Eagle II does already have an extremely powerful self-protection suite, including the Eagle Passive/Active Warning Survivability System (EPAWSS). However, it is heavily geared toward defending against radar-based threats that pump out signals that can be detected and jammed. Infrared-homing anti-air missiles zero in on their targets passively.

Eagle Passive Active Warning Survivability System (EPAWSS) l BAE Systems

In general, MWSs also typically make use of passive infrared sensors to spot the heat plumes of missile launches and the thermal signatures of those threats as they continue their approach. BAE Systems says current-generation versions of the AN/AAR-57 are sensitive enough to detect infantry anti-armor rockets being launched, as well as small arms fire from the ground, under the right circumstances. Though an MWS is not an active countermeasure unto itself, the early warning it provides gives critical time to deploy flares or employ other defensive capabilities, or just take evasive action.

TWZ touched on all of this last month after The New York Times reported new details about the shootdown of an F-15E Strike Eagle over Iran in April. A shoulder-fired, heat-seeking surface-to-air missile, also known as a man-portable air defense system (MANPADS), is said to have been responsible, thought his remains unconfirmed. The Strike Eagle also lacks an MWS. The Times‘ story said that the F-15E’s defensive suite provided the crew with only half a second of warning. As we noted at the time, it would actually have provided no warning given that the Strike Eagle also lacks an MWS.

Even before the current conflict with Iran broke out, TWZ had questioned the F-15EX’s lack of this capability given the general focus on increased survivability to match expanding threat ecosystems globally. EPAWSS is already a reflection of that reality, and could be made even more capable when tied together with an MWS. In May, we had reached out to the Air Force about any plans to integrate an MWS onto the F-15EX in light of observations from the ongoing conflict with Iran. The service told us then that it had no details to share. Whether the service now has any plans to add MWSs to the Strike Eagle fleet, which would require more significant integration work, is also unknown.

Infrared homing anti-air missiles, as well as air defense systems that use passive infrared sensors for target detection and cueing, are certainly not threats limited to Iran. In Yemen, Iranian-backed Houthi militants have been making good use of these capabilities for years now, something else we have explored in great detail in the past. The Houthis claimed to have downed a Saudi Arabian F-15 just earlier this month and, per a now-long standing modus operandi, subsequently released video captured through a ground-based forward-looking infrared (FLIR) system as evidence. The group also shared images of the wreckage of what looked to be an F-15SA Advanced Eagle, underscoring the dangers posed even to aircraft equipped MWSs.

The fraught relationship between Gavin Newsom and Kamala Harris is the stuff of reality TV.

With their Hollywood looks and unbridled ambition, the two San Francisco-spawned Democrats have spent decades in tacit competition, ascending to the heights of California politics while still managing to avoid direct confrontation.

That could change in 2028, should Newsom and Harris jump their parallel tracks and face each other — and possibly dozens of other candidates — in a bid for their party’s presidential nomination.

California’s departing governor, who has spent the better part of his second and final term auditioning for the White House, recently said he wouldn’t run if Harris chooses to do so. “Mutual assured destruction,” Newsom called a he-she contest between the two Left Coast rivals, and a “waste of everyone’s time.”

Some took that disavowal not as deference but jujitsu, or a form of political psy-ops directed at the governor’s longtime frenemy.

On the one hand …

In the same interview with CNN’s Jake Tapper, Newsom allowed as how the case against Harris — she’s a two-time loser at the presidential level and has had her shot — is “a pretty good one, actually.”

“That’s objectively true,” Newsom added, driving the knife a little deeper.

But rather than forcing Harris’ hand, Newsom’s professed willingness to stand aside may have simply invited the former vice president to take her sweet time deciding whether or not to run, waiting until the Democratic contest is well underway.

And leaving Newsom in an odd sort of limbo.

The former vice president, lips largely sealed, has done and said just enough to keep the door open to a 2028 run, without firmly committing to the contest. There’s a good chance that Harris — always careful, ever deliberate — doesn’t know what she’ll do. Or, at least, isn’t 100% certain.

She can afford to wait.

Time is on her side

After four years in the White House and her abbreviated 2024 White House bid, Harris has universal name recognition, a nationwide fundraising base and continued support among a significant number of Black women, who just happen to form the backbone of the Democratic Party.

Harris won’t freeze the presidential campaign the way she did the race for California governor. That contest was stalled and the field incomplete until Harris announced, after months of consideration, she’d take a pass. That’s not to say, by any stretch, Harris is the favorite to win the presidential nomination. The criticism Newsom expressed — just a fella jawing away, as he and Tapper cast their fly rods — is a view that is widely held among Democrats.

But the 2028 contest, which unofficially starts the instant the final polls close Nov. 3 — won’t be firmly fixed until it’s clear whether Harris is in or out.

Newsom doesn’t have that luxury of biding time, especially when so many other Democrats are poised to enter the race.

The governor has his own formidable national fundraising base — thanks in good part to his online trolling and anti-Trump hijinks — and a not-small degree of name recognition across the country. But Newsom has yet to fully engage in the see me, feel me aspect of presidential campaigning, which typically requires a candidate’s persistent physical presence and is particularly important in the earliest-voting states.

So his only option is to campaign full bore once he leaves the governor’s office in January, as though he’s running without hesitation or qualification. Then, if Harris jumps into the contest, Newsom can sulk his way back to California, or break his pledge and run against her after saying he wouldn’t.

That, as Newsom suggested to Tapper, would be a gift to the rest of the Democratic field.

Not too long ago, Newsom and Harris were carping over whether he was sufficiently supportive of her hurried-up 2024 presidential bid.

In her account of the campaign, Harris said she reached out to the governor shortly after President Biden announced he was standing aside in favor of his vice president. When she called, Harris wrote, Newsom texted that he was out hiking and would call her back. But, she said, he never did.

Much backing and forthing ensued — Newsom pointing out he didn’t hesitate to endorse Harris once he returned to civilization — with both insisting all the while things are fine between them, really.

Now the two are once more entwined, their fates tied up in mutual ambition and a shared hunger for the White House.

Was Newsom’s CNN interview a feint? Was he just faking respect for Harris as a way to keep in the good graces of Black women voters, all the while hoping against hope she won’t run — and planning to reverse himself if she does?

Will Harris put off her decision, knowing that every day and month that passes deepens the suspense and leaves Newsom twisting?

Will the two finally collide head-on, settling once and for all their intense, if unspoken, competition?

So much drama!

Stay tuned. There’s a reality TV show in there somewhere.

What else you should be reading

Get smart: With bans and taunts, Trump escalates his assault on the media
The deep dive: No electric shock gloves, face coverings: Newsom pushes back on Trump’s ‘Orwellian’ immigration agenda
The L.A. Times Special: War games and draft lawsuits: Democrats work to Trump-proof November election
Question for you: What would you want to ask of California’s two gubernatorial candidates? Fill out our survey!

Until next time,
mzb
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Welcome back to the Times of Troy newsletter, where we’ve reached a critical fork in the road for the Lincoln Riley era.

The soft part of the schedule is behind USC. Oregon awaits next Saturday. The time is now for Riley and USC, just like the billboards around L.A. have been insisting for months.

That this moment arrives after Saturday’s uninspiring escape from Rutgers only amplifies the pressure on USC’s coach. Against arguably the worst team in the Big Ten, the Trojans were once again plagued by many of the same road woes that Riley has failed for four years to solve. USC’s defense, now on its third coordinator under Riley, was largely a disaster. Even the offense, with another Heisman Trophy candidate at quarterback, looked clunky and out of sync.

Now, Riley is out of time to iron out these issues. Because there is no more important game for USC this season than next Saturday. Outside of the 2022 Pac-12 title game, which went quite poorly for him, I’d argue it’s the most important game of Riley’s entire tenure to date.

Riley has yet to beat Oregon as USC’s coach, while Dan Lanning and the Ducks have run circles around the Trojans, on and off the field, during the four-plus years they’ve both been coaching out West. Oregon may have never won a national title, but has been to the College Football Playoff in three out of those four years. USC has never been to the Playoff. The two teams have become legitimate rivals over that time. But in two meetings with Oregon under Riley, there’s never been any doubt about who’s the better team.

For a brief moment, early in this season, it seemed like that might be shifting. Oregon was stunned by Oklahoma State, just two weeks ago, leading to real questions about whether the Ducks are the Playoff contender they were made out to be.

That loss, though, actually ratcheted up the importance for Riley. With Oregon appearing this vulnerable, there are no excuses for USC or its coach if they don’t win this game. No matter the situation that Riley inherited, the Trojans should have what it takes, by Year 5, to compete with Oregon. Full stop.

That’s the standard that USC was expecting in shelling out over $11 million per year to its football coach. But in four-plus seasons under Riley, the Trojans have just six wins against ranked opponents and have consistently blown their biggest games.

Think, for a moment, of Riley’s biggest win at USC. Are you having a hard time conjuring it? That’s because of the six ranked teams that USC has beaten under Riley, all of them finished with four losses that season.

Clay Helton had three top-five wins at USC through his first 18 games as head coach. Meanwhile, in almost five years and 57 games, I’d argue Riley still doesn’t have a single great win.

He can change that Saturday. But if Riley can’t lead USC past Oregon now, after all this time, who’s to say he ever will?

“House of Troy”: Chapter 1 drops Sept. 22

Pete Carroll when he was coaching USC.

(Getty Images)

Twenty five years ago, USC’s football program was in a bad spot.

The Trojans hadn’t been relevant in over a decade, and Paul Hackett had just been fired as head coach. USC needed a new direction. But its search for Hackett’s replacement was going poorly. Two coaches — from Oregon and Oregon State, no less — had already turned them down. That’s when Daryl Gross, the USC official in charge of the search, turned his attention to a twice-failed NFL coach.

Pete Carroll.

His hire would turn out to be a seminal moment in the history of Trojan football. But that was not how folks saw it at the time.

“There’s legendary stories of fax machines just blowing up and paper after paper coming through,” said Rocky Seto, who was a grad assistant at the time. “People weren’t happy.”

Bill Plaschke, The Times columnist, wrote a column at the time ripping the hire. Carroll himself called Plaschke after that, begging for a shot.

“All he kept saying,” Plaschke said, “was just gimme a chance.”

Well, it turned out OK for Carroll and the Trojans. They won back-to-back national titles and nearly won a third during his tenure as coach.

It’s what came after that, as USC tried to cling on to the Carroll era, that’s the subject of a new narrative podcast series from LA Times and LA Times Studios, House of Troy. Starting with Carroll’s hire a quarter-century ago, we’ll walk you through how USC rose to college football prominence and how it all came crashing down once Carroll left.

The first chapter of House of Troy drops on Sept. 22, with new episodes coming every week after that. Before then, be sure to subscribe wherever you get your podcasts.

King Miller runs past Rutgers defensive lineman Farell Gnago in the first half.

(Adam Hunger / AP)

—King Miller is the clear RB1 at the moment. USC may view Miller and Waymond Jordan as starting running backs, but there’s no doubting who has taken the reins at the top of that rotation. Both are averaging over five yards per carry. But Miller has at least 15 carries in all four games, while Jordan hasn’t eclipsed 11. Personally, I’m a bit surprised by that divide given how great Jordan looked before his injury last season. It makes me wonder if he’s all the way back from his ankle surgeries.

—The receiver rotation is still up in the air right now. With Trent Mosley out indefinitely, USC opened the game with Kayden Dixon-Wyatt, Corey Simms and Zacharyus Williams as its top three wideouts. Dixon-Wyatt is deservedly locked in that spot, while Simms balled it in his 20 snaps, catching four passes for 72 yards despite missing some time during the game due to injury. Hines ended up playing more snaps, but had a key drop on third down that we’d be talking much more about if USC hadn’t gone for it and converted on fourth. Williams played in the slot, but had just one catch. The real mystery here is Terrell Anderson, who was dressed and not on the injury report, but didn’t play a single snap on offense. Anderson was viewed, at one point, as a key contributor, so it’s not clear what happened.

—Kaylon Miller replaced Hayden Treter as the starting left guard. The move was a bit unexpected, given how Treter played through three games. Treter still played 28 snaps to Miller’s 40 against Rutgers, but with a very good Oregon defensive line on tap, the offensive line will be tested next week unlike it has all season. Miller has always had the respect of offensive line coach Zach Hanson. We’ll know at the start of the game next week whom he trusts the most in that spot.

—USC isn’t built to withstand injuries in the secondary. No unit on the entire roster has more doubts about its depth, and against Rutgers, USC had to test that depth more than it would like. Top corner Jontez Williams only played 22 snaps, while slot corner Alex Graham only played 15. Kennedy Urlacher and Rock Hill took their places, and while they did a fine job, the ripple effects of one injury on the position could be significant. Behind those players are a lot of question marks. So USC better hope that they’re all healthy heading into Oregon.

—USC men’s hoops will play four Big Ten road games in 10 days to start 2027. Which, on its face, seems patently insane. But after a screwy start to the Big Ten schedule a year ago, coach Eric Musselman actually asked for a slate exactly like this. The reason? His team doesn’t have to travel back and forth twice to the East Coast. In this case, they will have to travel from Bloomington, Ind. to College Park, Md. But that’s much more doable than an extra 10 hours of flying.

This week, in 2006 …

After hosting College Gameday and beating No. 19 Nebraska at home, USC opens its Pac-10 season on the road with a dominant defensive performance at Arizona, winning 20-3.

Led by new inside linebacker Rey Maualuga, the Trojans didn’t allow a single point until the fourth quarter. The offense, meanwhile, finally found a running back to lean on. With Reggie Bush and LenDale White both off to the NFL and USC still waiting for someone to step up in their place, Emmanuel Moody heeded the call. He rushed for 130 yards and a score as the Trojans stood pat at No. 3 in the AP poll.

Polling the people

We asked, “After three comfortable wins in the non-conference schedule, do you feel better about the Trojans’ trajectory than you did at the start of the season?”

After 1,523 votes:

Nothing has changed, 47.4%
Yes, I feel better, 45.8%
No, I feel worse, 6.8%

Olympic sports spotlight

A brutal start to the season isn’t getting much better in Big Ten play for USC’s women’s soccer team. After starting the conference slate by being shut out, 5-0, by Michigan State, USC was shut out again by Purdue, 2-0, and then managed a tie against Oregon, 1-1.

The Trojans have scored one or fewer goals in seven of their nine matches this season and are 0-5-2 in those scenarios. They need to produce more offense — and stat.

What I’m watching this week

Domhnall Gleeson as Ned in “The Paper.”

(Aaron Epstein/Peacock)

It tends to take at least a season for a sitcom to really find its rhythm, and so far, that’s been the case for “The Paper,” the spinoff of The Office which dropped its second season on Peacock recently. The first season got the journalism right, but the narrative was a bit clunky, as it sorted out who of its characters should be leading the way.

Fortunately, it seems like they’ve figured it out. Especially in the case of Domnhall Gleeson’s lead editor character, Ned Sampson, who I find far more likable in Season 2.

In case you missed it

No. 12 USC defeats Rutgers in Big Ten opener, but defensive woes detract from win

USC freshman star Luke Wafle’s football roots date back nearly a century

USC freshman star receiver Trent Mosley to miss Rutgers game

Chad Baker-Mazara sues USC, accuses Eric Musselman of ‘racially charged’ tirade

Until next time …

That concludes today’s newsletter. If you have any feedback, ideas for improvement or things you’d like to see, email me at ryan.kartje@latimes.com, and follow me on X at @Ryan_Kartje. To get this newsletter in your inbox, click here.