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VC-25B Air Force One “Bridge” Aircraft Now Wears Trump’s Preferred Red, White, and Blue Paint Job

The U.S. Air Force has confirmed that the VC-25B “Bridge” aircraft is now wearing its new (and controversial) red, white, and blue livery as it undergoes final preparations for its official delivery.

Aviation photographer Travis Ghormley shared the first picture of the modified Boeing 747-8i with its new paint scheme yesterday. It was taken the day before in Waco, Texas. The aircraft had been undergoing modification and flight testing at L3Harris’ facility in Greenville, also in Texas, as part of the conversion into its new role, since at least April, before subsequently moving to Waco to be painted. The jet, gifted to the Trump administration by the government of Qatar last year, is set to serve as an interim Air Force One aircraft ahead of the much-delayed arrival of two fully outfitted VC-25Bs from Boeing.

The VC-25B Bridge aircraft seen unpainted sometime circa May 1. Courtesy photo via the USAF

“The VC-25B Bridge aircraft has been painted and is going through final modifications,” an Air Force spokesperson told TWZ today when asked for more information about the aircraft’s current status. “I don’t have any additional details I can provide on delivery dates at this time.”

A press release the Air Force put out on May 1 said that the “VC-25B Bridge aircraft has officially completed modification and flight testing” and was “being painted.” We have confirmed that the completed modifications referred to here were on the contractor side, but the U.S. government still has additional modifications to make to the jet.

Ghormley’s picture does clearly show the jet wearing the same red, white, and blue scheme that has already been appearing on various Air Force and other U.S. government VVIP jets. The livery also includes a large American flag, depicted blowing in the wind, painted on both sides of the tail and “UNITED STATES OF AMERICA” written on both sides of the fuselage. The paint job is virtually identical to what President Donald Trump had previously chosen for the future VC-25B Air Force Ones during his first term. President Joe Biden had previously reversed that decision, bringing back plans to paint the VC-25Bs in the iconic scheme that dates back to President John F. Kennedy’s administration.

A rendering of a future VC-25B with the livery President Trump had originally selected. Boeing
A rendering of a future VC-25B wearing the Kennedy-era scheme. USAF A rendering of a future VC-25B Air Force one jet. USAF

The Bridge aircraft’s current location is also unclear. Video posted on social media yesterday, seen below, purported to be of the jet departing for its new home at Andrews Air Force Base just outside of Washington, D.C. This is where the two current VC-25A Air Force One jets, as well as a host of other Air Force VVIP aircraft, are based.

Online flight tracking data does show that another U.S. military Boeing 747-8i flew from Waco, Texas, to Andrews on June 7, using the callsign Crane 01. However, this callsign has been associated with an ex-Lufthansa 747 the Air Force has also acquired for use as a trainer in support of future Air Force One operations. This aircraft, which may now carry the serial number 25-3200, has been tracked multiple times flying between facilities in Texas and Andrews in recent months. There does not appear to be tracking data for the VC-25B Bridge jet, which may also now have the serial number 25-3300, but it could have made the trip without broadcasting on ADS-B.

Past reports have indicated that the Bridge aircraft could make its public debut on July 4, which this year is also wrapped up in additional celebrations of the 250th anniversary of the founding of the United States. President Trump’s birthday (June 14) is also this weekend.

Otherwise, TWZ has previously laid out significant questions about the general feasibility of actually using the VC-25B Bridge aircraft in the Air Force One role, given the kinds of modifications that should be required for this demanding mission. Potential operational security concerns have been raised about using the gifted jet as a presidential aircraft, as well.

“L3Harris, known for its executive communications systems and services, was selected to undertake a complex modification of the bridge aircraft. L3Harris not only delivers secure, reliable and resilient communications for VC-25A and the executive airlift fleet but has extensive experience with self-protection and customization of VIP aircraft,” the Air Force wrote in the May 1 press release. “The accelerated timeline was further made possible by a mission-focused partnership with Boeing, who provided the necessary engineering data to support the required structural modifications.”

“Additionally, elite specialists from multiple government agencies developed advanced protocols to detect and-if necessary-neutralize potential technical hazards on previously owned aircraft,” it added. “Their rigorous approach on the Bridge aircraft has literally ‘written the book’ and set the benchmark for integrating used airframes into the secure military inventory.”

Another picture of the unpainted VC-25B Bridge aircraft, seen after arriving in Waco, Texas. Courtesy Photo via USAF

“Safety and security were at the forefront of this program. We deliberately minimized interior aesthetic modifications to focus on modifications for safety, security and mission execution. We assessed which requirements were necessary for an interim capability. We had greater flexibility in developing our mission requirements,” the Air Force also told TWZ directly at that time. “After safety and security, we focused on the mission communications systems.”

“We have made deliberate decisions such as the reduction of the number of airstairs, less chiller space, and exclusion of the Golden Eagle mission [to fly the remains of former presidents] to minimize structural modifications, while prioritizing modifications focused on safety, security and secure communications,” the service added.

Getting a new Air Force One aircraft of some kind into service on an accelerated timetable has long appeared to be a major goal for President Trump. The fully-equipped VC-25Bs from Boeing are years behind schedule. Last year, the Air Force announced that there had been some improvement on that front, but that it still did not expect to have the first of the two jets in hand until mid-2028, which would be just months before Trump is set to leave office.

What we do know for sure is that the VC-25B Bridge aircraft is now wearing Trump’s preferred red, white, and blue paint scheme ahead of its official rollout later this summer.

Contact the author: joe@twz.com

Joseph has been a member of The War Zone team since early 2017. Prior to that, he was an Associate Editor at War Is Boring, and his byline has appeared in other publications, including Small Arms Review, Small Arms Defense Journal, Reuters, We Are the Mighty, and Task & Purpose.


Howard is a Senior Staff Writer for The War Zone, and a former Senior Managing Editor for Military Times. Prior to this, he covered military affairs for the Tampa Bay Times as a Senior Writer. Howard’s work has appeared in various publications including Yahoo News, RealClearDefense, and Air Force Times.




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Democrats force vote on Trump’s $1.8bn settlement fund in ‘vote-a-rama’ | Donald Trump News

Republicans in the United States Senate have renewed their push to pass a controversial $70bn immigration-enforcement funding bill, a top policy priority for President Donald Trump.

But the effort on Thursday faced a series of hurdles, with Democrats forcing votes on several amendments that highlighted controversies related to the Trump presidency.

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The rapid-fire votes on the amendments were dubbed a “vote-a-rama“, and they are slated to include issues ranging from Trump’s White House ballroom to his tariff policies and the US-Israel war on Iran.

“Amendment after amendment, vote after vote, Republicans are going to have to answer to the American people,” Senate Minority Leader Chuck Schumer said.

Early on, Republicans were forced to confront a topic that has dominated headlines in recent weeks: Trump’s proposed $1.776bn “anti-weaponisation” fund.

The fund has been controversial on both sides of the aisle, with critics calling it a slush fund for Trump’s allies.

Several Republicans indicated that the optics of such a fund could be politically catastrophic ahead of November’s midterm elections, and the Department of Justice has since backed away from the scheme.

But Trump himself has avoided saying whether the fund was dead, or just on hold.

It was created as part of a settlement following a lawsuit Trump filed against the Internal Revenue Service (IRS), a part of his government, and it was designed to award payouts to alleged victims of politically motivated prosecution.

Senate Democrats have repeatedly called for such a fund to be banned outright, rather than relying on the Trump administration’s commitment not to revive it.

Nevertheless, on Thursday, Senate Republicans rejected the Democrats’ measure to permanently block the fund.

Republican Tom Tillis introduced a second amendment, which would have also banned the settlement fund. Instead, the legislation would have redirected the allocated funds to a separate anti-fraud fund within the Justice Department. That, too, was rejected.

Thursday’s votes on the “anti-weaponisation” fund were just the start of several rounds of voting on issues uncomfortable to the Republican Party.

Schumer, the top Democrat, signalled that other amendments would tackle another part of the IRS settlement: the permanent immunity from tax audits that Trump had secured for himself and his family.

Trump’s controversial immigration enforcement campaign and other issues were also scheduled to be taken up in the day’s amendments.

Senate Majority Leader John Thune said he was not sure whether Republicans would defeat every measure, with some members of the party showing an increasing willingness to stand up to Trump.

“I can’t predict how it comes out,” he said.

Immigration funding bill

The situation on Thursday was the result of a standoff between Democrats and Republicans over the Trump administration’s approach to immigration enforcement.

Democrats had pledged not to approve further funding for Immigration and Customs Enforcement (ICE) and Customs and Border Protection (CBP), following the killing of two US citizens during immigration operations in Minneapolis, Minnesota.

Republicans control 53 seats in the 100-seat chamber, short of the 60-vote threshold needed to overcome a filibuster.

They have instead been forced to pursue a lengthy procedural manoeuvre to bypass the filibuster, which has taken weeks.

The $70bn funding bill had been stalled by the Trump administration’s demand to include $1bn for security upgrades for Trump’s White House ballroom project.

The request came after the president had repeatedly said that no taxpayer dollars would go towards the project.

The security funding, which roiled several Republicans, was subsequently dropped before the voting started.

The Senate’s parliamentarian, an official who interprets the chamber’s rules, had previously ruled that adding ballroom funding to the $70bn bill would make it ineligible for the budget reconciliation process, which allows the passage of fiscal-related bills with a simple majority.

If Senate Republicans remain unified, they are expected to pass the funding bill late Thursday night or early Friday.

The Republican-controlled House of Representatives is expected to take up the bill shortly after.

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Jet2 ’14 day’ rule now in force as passengers told ‘make check 24 hours before flight’

Travel companies have been contacting people with holidays booked after change made

Jet2 passengers have been told that a key change is now ‘in force’ after some got in touch worried that an email they received could be a fake. Holiday travel companies have also been getting in touch with customers to tell them of the change.

Thousands of travellers have received emails notifying them that their holiday documents will be arriving later than originally expected. This has raised alarm bells among some customers who fear it could be a scam – particularly as Jet2 has recently been warning about numerous fake social media accounts being created in an attempt to defraud passengers.

Previously Jet2 sent all documents to travellers 28 days in advance of the break – however in 2026 this has changed with great uncertainty about the situation this summer with the Middle East conflict still not resolved. In a recent post on Facebook travel company Holiday Getaway said: “Just a quick update for customers travelling with Jet2. Holiday documents will now be available 14 days before departure to ensure you have the most up-to-date information for your trip. No action needed. Online check-in is still available from 28 days before travel.”

One passenger wrote on X: “@jet2tweets Hi, I’ve just received this email apparently from Jet2 saying I will now get my holiday documents 14 days before my holiday departure instead of 28, is this true or is it still 28, I’ve a feeling this was a spam email though.”

Another passenger added: “I had the same email. Flying on 25 May with jet2,” A traveller added: “Ive just had the same email !”

The email says: “Just so you know, following a change to when we send out the documents for your holiday, you’ll now receive your documents 14 days before departure, rather than 28 days as stated on your original booking confirmation. You don’t need to contact us or take any action – you’ll receive your documents 14 days before you travel. Have a lovely holiday!”

Responding on X, Jet2 confirmed it was a genuine message and explained: “Hi there, thanks for reaching out. Yes we can confirm that you will receive your documents 14 days before departure. Should you require any further assistance, then please feel free to send us a DM. “

Jet2 advice says: “At 10 weeks before departure we will take any outstanding balance payment and send a confirmation that the balance has been paid. At 14 days before departure, we will send you a final confirmation with your travel documents attached, consisting of your booking confirmation; your flight voucher; your accommodation voucher, your cruise voucher (where applicable) and your transfer or car hire voucher. We will also provide you with your ATOL Certificate. Please remember to print off all your vouchers as well as your booking confirmation and your ATOL Certificate where applicable.”

Jet2 has also explained why some flight schedules may change, and has moved to remind passengers of an action they must take during a 48-hour period. The major airline states in the Frequently Asked Questions section of its website that it “always aims to operate our flights at the scheduled time of departure”. However, Jet2 added: “Sometimes we may need to make changes or provide alternative carriers or aircraft and cannot always notify you of this in advance. We may also alter or remove the planned schedules as shown on your booking confirmation.”

The guidance notes that Jet2 does not wish to cause inconvenience to passengers, yet “unfortunately sometimes changes to scheduled flight times may be required for operational or technical reasons outside our control”. Jet2 confirmed that in such circumstances, travellers would be given as much advance warning as possible.

Passengers flying with Jet2 are encouraged to keep a close eye on their email and text message inboxes, as these are typically the methods used to get in touch should any changes arise. Jet2 added: “Please contact us if you change your email address or mobile number so we can update your details.

“From the Manage My Booking section on our website you can see your booking summary, request a further email confirmation or select a different email address.” Jet2 is also reminding travellers that they are obligated to review their flight summary within a 48-hour window prior to departure.

Jet2 said: “Please be aware that it is one of our Terms and Conditions that you re-check your flight summary 72 to 24 hours before departure.” The airline also continues to urge passengers to consult the “latest travel information” on its website at least 12 hours before take-off to ensure they remain fully informed.” Additional advice reads: “Please check this section of the website at least 12 hours before your flight for the latest flight information.

“We recommend arriving at the airport at least 2 hours before your scheduled departure time. Please remember – check-in desks close 40 minutes before this.”

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Littoral Combat Force Takes Up Station In Caribbean Under Navy’s New Deployment Concept

Here’s TWZ’s weekly carrier tracker monitoring America’s flattop fleet, including Carrier Strike Groups (CSG) and Amphibious Ready Groups (ARG), using publicly available open-source information. Given the carrier picture is largely unchanged compared to last week, this week’s tracker highlights the big-deck amphibious fleet.

Much of America’s fleet of nine amphibious assault ships is hard at work as the U.S. opts to replace the Iwo Jima ARG in Southern Command (SOUTHCOM) with a “sub-optimized” Littoral Combat Force (LCF). The LCF appears to be the first deployment that embodies the Navy’s new more flexible deployment strategy, which could have wider impacts across the fleet in the future. “It’s the way to have force multiplication, to punch bigger than yourself, and that’s done through tailored offsets,” Chief of Naval Operations Adm. Daryl Caudle said at SNA earlier this year about the new tailored deployments concept. “That whole thing builds a way to present forces to allow me to do more with less.”

Approximate position and status of the U.S. Navy’s nine amphibious assault ships (LHA and LHD). IAN ELLIS-JONES/TWZ

The 24th MEU, operating under the designation LCF-24, deployed to SOUTHCOM and replaced the Iwo Jima ARG. “Distinct from a standard Amphibious Ready Group/MEU deployment, LCF-24 is a purpose-built MAGTF engineered for distributed operations,” SOUTHCOM explained in a statement. The Marine Air-Ground Task Force, with more than 1,300 Marines and Sailors, will operate from both shore-based nodes and aboard Fort Lauderdale, and is certified to “execute a wide array of mission essential tasks, including but not limited to Quick Reaction Force operations such as embassy reinforcement and the tactical recovery of aircraft [and] personnel, while standing ready to support disaster relief activities.”

Amphibious assault ship USS Boxer departed Singapore on May 30 after spending 12 days in port. “USS Boxer (LHD 4) pulled into Sembawang, Singapore, May 19, for maintenance and resupply,” a U.S. Navy spokesperson told TWZ. Notably, the nearly two-week stop coincided with a visit from Sec. Hegseth, who spoke at the Shangri-La Dialogue over the weekend. Boxer transited the Singapore Strait eastbound and entered the South China Sea, according to ship spotters and public AIS data.

The three-ship Boxer ARG disaggregated despite initial reports the group was headed to the Middle East to join the war. Dock landing ship USS Comstock is operating in the U.S. Central Command (CENTCOM) area of responsibility (AOR), alongside the three-ship Tripoli ARG, enforcing the ongoing blockade of Iranian ports. Amphibious transport dock USS Portland was last spotted training in the U.S. Indo-Pacific Command (INDOPACOM) AOR.

USS Iwo Jima and the embarked 22nd Marine Expeditionary Unit (MEU) are heading home after an almost 10-month deployment in the SOUTHCOM AOR, and were spotted today off Topsail Beach, North Carolina. USS San Antonio returned to Norfolk in late April, while USS Fort Lauderdale remains in the Caribbean to support the recently announced Littoral Combat Force-24 (LCF-24) and Operation Southern Spear.

Back stateside, USS Kearsarge is in New Orleans for Sail 250, a “global gathering of tall ships and military ships to celebrate the 250th Anniversary of the founding of the U.S.” After completing landing deck certifications earlier this year, Kearsarge has been working up off the east coast and participating in public events. USS Makin Island is training in preparation for an upcoming deployment and completed Surface Warfare Advanced Training (SWATT) on May 28. USS Essex returned to homeport in San Diego after a week-long visit for L.A. Fleet Week. USS America, USS Bataan, and USS Wasp are, or have recently been, in maintenance.

Note: Positions are general approximations.

Contact the author: ian.ellis-jones@teamrecurrent.io



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San Antonio Spurs beat Oklahoma City Thunder in NBA play-offs to force series decider

Victor Wembanyama produced an inspired performance as the San Antonio Spurs beat defending NBA champions the Oklahoma City Thunder 118-91 to set up a decisive game seven in the Western Conference Finals.

San Antonio coach Mitch Johnson had called on Wembanyama to score more than 20 points after a disappointing showing in game five, and the 22-year-old duly delivered.

Wembanyama finished with 28 points, 10 rebounds and three blocks as the Spurs dominated after taking an early lead to level the series at 3-3.

The Frenchman came out of the game with almost eight minutes remaining in the third quarter and midway through the Spurs scoring 20 consecutive points.

Johnson praised Wembanyama’s “passion and desire” and taking “responsibility” after his dominant display.

Stephon Castle finished with 17 points, nine assists and one turnover, while Dylan Harper added 18 points off the bench.

Thunder star Shai Gilgeous-Alexander could not replicate his 32-point outing in game five as he finished with 15 points and four assists after making only six of 18 shots.

It was Gilgeous-Alexander’s lowest scoring output since he scored 14 in game three of the 2025 Western Conference finals against the Minnesota Timberwolves.

The two-time NBA MVP is shooting just 37.9% from the floor in the series after making 51.4% of his field-goal attempts during the first two rounds of this year’s post-season.

“I’m not sure, to be honest,” Gilgeous-Alexander said when asked why he is struggling.

“A lot of the shots that I’m shooting, I shot plenty of times before. They feel good, and it’s not good.

“They [San Antonio] were the aggressors from start to finish. They played harder than us, hit more shots, were more aggressive, were in attack mode. We were on our heels.”

Whoever wins game seven in Oklahoma City on Saturday, 30 May (Sunday 01:00 BST), will face the New York Knicks in the NBA Finals.

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Plan To Test OA-1K Skyraider II’s Rapid Deployability Outlined By Air Force Special Ops Command

With 18 examples of the OA-1K Skyraider II delivered to the U.S. Air Force’s Special Operations Command (AFSOC), the service is now looking forward to demonstrating the aircraft’s unique rapid-deployment capability later this year. AFSOC also says it plans to add laser-guided Advanced Precision Kill Weapon System (APKWS) rockets to the OA-1K’s armament options and is looking at boosting standoff capability in the form of Red Wolf mini cruise missiles. All of this comes at a time when the Pentagon is looking to cut back OA-1K numbers amid concerns surrounding its survivability and utility in a high-end fight, specifically with China, which stands today as the U.S. military’s pacing threat.

Lt. Col. Robert Wilson, chief of the AFSOC Armed Overwatch Requirements Branch, briefed journalists, including from TWZ, on the latest plans for the OA-1K ahead of the Special Operations Forces (SOF) Week, taking place from today in Tampa, Florida.

An OA-1K displayed outside of the Special Operations Forces (SOF) Week in Tampa, Florida. Air Tractor

Beginning with an overview of the program, Lt. Col. Wilson stressed that the OA-1K — a militarized derivative of the popular Air Tractor AT-802 crop duster — is not viewed as a replacement for legacy platforms like U-28 (which he previously flew) or the MC-12. Instead, it is “a new, purpose-built solution for today’s complex environments.”

An OA-1K Skyraider II and an MC-12W Liberty fly over the Gulf of America near Hurlburt Field, Florida, June 6, 2025. The MC-12W Liberty’s real-time intelligence and surveillance capabilities complement the OA-1K Skyraider II’s precision strike support, making their collaboration a powerful asset to Air Force Special Operations Command’s mission. (U.S. Air Force photo by Airman 1st Class Tori Haudenschild)
An OA-1K Skyraider II and an MC-12W Liberty fly over the Gulf of America near Hurlburt Field, Florida, June 6, 2025. U.S. Air Force photo by Airman 1st Class Tori Haudenschild

The thinking behind the Skyraider II reflects the transition from the Air Force’s focus on counter-terrorism operations in the post-9/11 period to a more complex threat picture. Now, the service has to be more prepared to fight against a much wider range of adversaries across the spectrum of conflict.

As Wilson explained, “the OA-1K represents a new era for AFSOC, with the flexibility to support not only counter-terrorism-like missions, but also crisis and contingency response, competition with more advanced adversaries, and even aspects of full-on conflict. To meet this wide range of mission sets, OA-1K is a multi-role capability platform that is essentially a Swiss Army knife of airborne capability.”

OA-1K Skyraider II Walk-Around Tour With Its Test Pilot thumbnail

OA-1K Skyraider II Walk-Around Tour With Its Test Pilot




The OA-1K multi-role mission remit therefore covers close air support (CAS), armed intelligence, surveillance, and reconnaissance (ISR), and precision strike.

At this point, Wilson explained, “we’re in the midst of production and delivery of aircraft, and we’re reaching a point where we are getting very close to demonstrating capabilities such as the weapons employment, the ability to provide ISR capability, so we’re kind of transitioning the program from what was previously developmental and conceptual to actually getting to the point where we’ll be looking to get into operational tests.”

To keep pace with changing threats, the Skyraider II has a modular design that provides flexibility for future upgrades, which could include expanded payloads, such as more advanced weapons, or more exquisite intelligence-collection capabilities.

An OA-1K Skyraider II sits ready for a mission June 25, 2025, at Eglin Air Force Base, Florida. The new Air Force Special Operations Command aircraft continues developmental testing with 96th Test Wing and U.S. Special Operations Command at Eglin. (U.S. Air Force photo by Samuel King Jr.)
An OA-1K Skyraider II sits ready for a mission at Eglin Air Force Base, Florida. U.S. Air Force photo by Samuel King Jr.

Reflecting on the potential for future enhancements in terms of external sensors and other payloads, Wilson continued: “We really think of this as levers that can be manipulated with a combination of fuel, weapons, and exquisite capabilities that can be increased or decreased based on the mission set to most effectively apply the capability to whatever mission it’s going out to accomplish that day.”

The OA-1K is also expected to enhance overall ground-force lethality and situational awareness through its provision of modern datalinks for joint integration.

All of this is expected to come with a much lower price tag than would be the case for traditional crewed aircraft.

According to Wilson, the cost-effectiveness of the OA-1K translates to a cost per flying hour of roughly $2,500. For comparison, an F-16C/D costs roughly ten times this amount per hour to operate.

“The OA-1K is one of the most affordable AFSOC platforms, which then frees up higher-end assets that are more costly, for other mission sets around the world, and that dollar amount makes it roughly 50 percent more cost-effective than even an MQ-1, which is an unmanned platform, and it’s more cost-effective than armed platforms like the U-28,” Wilson added.

NB: Wilson subsequently clarified that he had misspoken and that the cost comparison was between the OA-1K and other crewed platforms, like the U-28.

A U.S. Air Force U-28A Draco assigned to the 34th Special Operations Squadron prepares to take-off during exercise Tropical Dagger at Kingston, Jamaica, Feb. 22, 2024. The exercise was designed to bolster interoperability and demonstrate mutual defense of the region. (U. S. Air Force photo by Senior Airman Ty Pilgrim)
A U.S. Air Force U-28A Draco assigned to the 34th Special Operations Squadron prepares to take off during exercise Tropical Dagger at Kingston, Jamaica, February 22, 2024. U. S. Air Force photo by Senior Airman Ty Pilgrim

In terms of fielding, AFSOC has taken possession of its 18th OA-1K and is expecting a handful more throughout the end of the fiscal year. The initial cadre of crews is still training at Will Rogers Air National Guard Base in Oklahoma, with plans to station the aircraft in the future at both Cannon Air Force Base in New Mexico and Davis-Monthan Air Force Base in Arizona.

The next step in standing up this capability will involve demonstrating the rapid deployment abilities of the OA-1K. This is something that was part of the original requirement but which is also seen as increasingly vital for SOF missions, which already demand a high level of expeditionary agility. The ability to rapidly disassemble and reassemble the Skyraider II would become even more important in a potential confrontation with China in the Indo-Pacific theater.

“With rapid disassembly and reassembly, OA-1K can be loaded into a mobility aircraft like a C-5 or C-17 for rapid worldwide deployment, supporting missions around the world at a moment’s notice, and importantly, we’re talking a matter of hours instead of days or weeks that it would have otherwise required to fly around the world wherever it needs to go,” Wilson explained.

U.S. Air Force Senior Airman Daniel Rechner, a loadmaster assigned to the 701st Airlift Squadron, briefs U.S. Army Soldiers at McEntire Joint National Guard Base, South Carolina, Nov. 21, 2024. The South Carolina National Guard, in partnership with the 315th Airlift Wing, is conducting an aerial certification exercise to test a newly designed blade fold kit for the AH-64 Apache helicopter. The blade fold kit, developed to enhance operational efficiency, is 100 pounds lighter than its predecessor, marking a significant step forward in aviation technology and mobility. The exercise involves loading an Apache helicopter with the blade fold kit into a U.S. Air Force C-17 Globemaster III transport aircraft. The lighter blade fold kit simplifies preparing the helicopter for transport and frees up critical weight capacity for additional equipment or personnel. (U.S. Air National Guard photo by Master Sgt. Megan Floyd)
An AH-64 Apache is loaded into a U.S. Air Force C-17 Globemaster III transport aircraft at McEntire Joint National Guard Base, South Carolina, November 21, 2024. The Air Force expects the OA-1K to be deployed globally in a similar fashion. U.S. Air National Guard photo by Master Sgt. Megan Floyd

To start with, AFSOC is looking at testing this deployment capability using larger transport aircraft, primarily to maximize the number of OA-1Ks that can be moved at once, although Wilson said the exact number that will fit in a C-5 or C-17 will be determined as part of the operational test process later this calendar year.

Once deployed, the OA-1K is expected to operate “from nearly anywhere,” including short dirt surfaces, grass strips, and unimproved runways. As such, it will give the Air Force a combination of rapid deployment and austere environment capability that it otherwise doesn’t possess.

U.S. Air Force Col. Charles Redmond, 355th Wing deputy commander, and a pilot assigned to the 492nd Special Operations Wing prepare to take off in an OA-1K Skyraider II aircraft at Davis-Monthan Air Force Base, Arizona, Jan. 21, 2026. Redmond participated in a familiarization flight to better understand the Skyraider II’s mission set and capabilities, enhancing mission readiness. (U.S. Air Force photo by Senior Airman Jasmyne Bridgers-Matos)
U.S. Air Force Col. Charles Redmond, 355th Wing deputy commander, and a pilot assigned to the 492nd Special Operations Wing, prepare to take off in an OA-1K Skyraider II aircraft at Davis-Monthan Air Force Base, Arizona, January 21, 2026. U.S. Air Force photo by Senior Airman Jasmyne Bridgers-Matos

As noted earlier, there have been repeated questions about the survivability and general utility of the OA-1K in more contested environments, something that TWZ has looked at in depth in the past. But Wilson is confident that its mix of capabilities means it can still be relevant, even when facing a high-end opponent.

“First, it complicates things for the adversary because you may not have the aircraft in predictable locations,” Wilson contended. “It ensures that armed overwatch is provided for the joint force to increase their own survivability, and finally, it also ensures the persistent presence of the capability at a low cost compared to other platforms, freeing up higher-end assets for other locations.”

All of this can be achieved with a relatively tiny logistics footprint, with only a handful of contract maintainers required, and the disassembly/reassembly process can be done safely even in austere environments. Each two-person aircrew is being trained in this process, which includes conducting functional check flights in these locations before the aircraft conducts its mission. The actual process of disassembly and reassembly takes just a matter of hours.

A U.S. Air Force C-130 Hercules delivered U.S. Army Pacific Soldiers onto the newly renovated Angaur Airfield for training exercises in the Republic of Palau, Sept. 6. The successful arrival of the military cargo plane validates the airstrip’s use by military and commercial aircraft. “The completion of the Angaur Airfield Joint Improvement Project is a game changer,” said John Hennessy-Niland. “Palau now has a secondary airstrip. This had been a long-standing request from the government of Palau and the State of Angaur.”
A U.S. Air Force C-130 Hercules operates from a newly renovated austere airstrip during training exercises in the Republic of Palau, in the western Pacific Ocean. U.S. Army Pacific Public Affairs Office

With traditional Air Force platforms, deployments can take days or weeks, not just in terms of physically having to fly the aircraft to wherever it needs to go around the world, but all the planning that’s necessary for the crews, ground support services, etc.

“We have demonstrated this capability by doing a timed disassembly and reassembly in a controlled environment in a hangar,” Wilson added. “We’ll next look to conduct the activity in an actual mobility aircraft during our operational test later this calendar year.” After that, AFSOC will look to conduct the rapid disassembly and reassembly of the Skyraider II as part of exercises, likely next year.

“Just like anything else, the more reps and sets that we accomplish, the more ready we will be whenever we need to conduct it operationally,” Wilson said.

While Wilson did not mention it by name, this mode of operating ties directly into broader Air Force plans for the Agile Combat Employment, or ACE, concept, which is designed to ensure that combat airpower can still be brought to bear in a timely way, even when conventional airbases are put out of action or otherwise held under threat — the kinds of conditions likely in a conflict with a near-peer competitor, like China or Russia. In fact, the OA-1K has a particular role to play in this sort of scenario, since it’s even questionable if more advanced platforms will be able to execute as envisioned in a major conflict under ‘ACE rules.’

Wilson is also confident that, even without recourse to these kinds of expeditionary basing tactics, the OA-1K offers a suitable degree of survivability for many different scenarios.

A 137th Special Operations Wing Air Commando, Oklahoma Air National Guard, inspects Air Force Special Operations Command OA-1K Skyraider IIs on the Will Rogers Air National Guard Base flightline, Oklahoma City, March 31, 2026. The OA-1K Skyraider II is a dynamic aircraft with adaptive capabilities tailored for close air support, precision strike, surveillance and reconnaissance mission sets, providing the 137th SOW the leverage to support operations anytime, anywhere. (U.S. Air National Guard photo by Staff Sgt. Erika Chapa)
A 137th Special Operations Wing Air Commando, Oklahoma Air National Guard, inspects Air Force Special Operations Command OA-1K Skyraider IIs on the Will Rogers Air National Guard Base flightline, Oklahoma City, March 31, 2026. U.S. Air National Guard photo by Staff Sgt. Erika Chapa

“We have a certain built-in survivability capability for the platform,” Wilson explained. “The contractor has built in cockpit and engine armor, for example, to ensure that it’s survivable, and it does have defensive systems. So I would say it does have a baseline level of defensibility and survivability, and then we are certainly working on, with funding, ensuring that it is modernized and equipped, not only for survivability, but for really any other capability for the platform as well, to ensure that it remains relevant for the future.”

As for that first operational deployment, that could occur “in the coming years,” provided that the program continues to mature as anticipated.

There are potential pitfalls ahead, not least the question about how many OA-1Ks the Air Force will eventually receive.

Wilson reiterated that the program of record still calls for 75 aircraft, but admitted that this could be a challenge to achieve. As it stands, the U.S. Special Operations Command, as the procurement agency for the OA-1K, has cut its planned purchase down to 53 airframes, citing resource constraints.

Air Force Special Operations Command received two AT-802U trainer aircraft at Hurlburt Field, Florida on June 28, 2024. These aircraft will be used to train test pilots and initial cadre in a representative tail wheel aircraft in preparation for the missionized Armed Overwatch (OA-1K) variant. (U.S. Air Force photo by Senior Airman Ty Pilgrim)
Air Force Special Operations Command received two AT-802U trainer aircraft at Hurlburt Field, Florida, on June 28, 2024. These aircraft have been used to train test pilots and initial cadre in a representative tailwheel aircraft in preparation for the OA-1K variant. U.S. Air Force photo by Senior Airman Ty Pilgrim

“As the capability sponsor, I would say less than 75 is not desirable,” Wilson noted. “Any decrement below that is essentially a result of resource constraints and budget limitations. We will continue advocating to ensure that we get closer and ultimately achieve that program of record, but as you can imagine, budget constraints that impact various programs have decreased the final fleet size to less than that currently.”

The prospect of a potentially smaller OA-1K fleet means that having the aircraft working alongside other platforms, including drones, may become more important. Already, however, AFSOC sees the value of crewed/uncrewed missions for the Skyraider II.

“The integration of manned and unmanned assets is something that we’re certainly looking at in terms of capability,” said.

When it comes to weapons capabilities, Wilson confirmed that APKWS laser-guided rockets are compatible with the OA-1K and are something that AFSOC wants to have as part of the ordnance options for the platform.

An OA-1K pilot conducts a walkaround of an OA-1K armed with Hellfire missiles and an unguided rocket pod on the flightline at Hurlburt Field, Florida. U.S. Air Force photo by Staff Sgt. Natalie Fiorilli

APKWS is quickly becoming a weapon of choice for a wide range of platforms, offering a low-cost, high-volume, precision weapon that is equally effective for both ground attack and counter-drone missions. APKWS was proven incredibly effective on light attack aircraft experiments that tangentially led to the procurement of the Skyraider II, working as the primary weapon for those aircraft. So it should come as no surprise that it will be integrated onto the Skyraider II. It’s actually somewhat surprising it isn’t already.

As far as the Red Wolf cruise missiles, Wilson was a little more circumspect. “That is certainly an area that we are looking to explore to allow for inclusion of that weapon into the planned set,” he said.

As we have explained in the past, adding Red Wolf, or a similar standoff weapon, to the OA-1K armory is one way of ensuring the aircraft can be more relevant and survivable, providing it with a true long-range strike capability.

A Red Wolf miniature cruise missile is displayed in front of a U.S. Air Force OA-1K Skyraider II. L3Harris

Putting aside the Red Wolf, it is also somewhat surprising that so little weapons integration work appears to have been carried over from earlier iterations of the armed Air Tractor concept, since similar versions of this aircraft have been flying for years, including in combat.

The Air Force service sees the OA-1K as far more than a light attack aircraft and more as a modular platform that will be able to be configured for irregular warfare, armed overwatch, ISR, strike, and more. Clearly, by pushing its rapid-deployment capability, the service is seeking to underscore the relevance of the aircraft in the Pacific theater. Meanwhile, recent conflicts in the Middle East — where traditional airbases were pummelled by drone and missile attacks — have demonstrated that the Air Force still has a requirement to conduct combat operations in other, less-contested environments too.

Once the OA-1K starts demonstrating its rapid-deployment capability, AFSOC hopes that the aircraft will further demonstrate that it fills a niche that no other crewed Air Force platform currently can.

Contact the author: thomas@thewarzone.com

Thomas is a defense writer and editor with over 20 years of experience covering military aerospace topics and conflicts. He’s written a number of books, edited many more, and has contributed to many of the world’s leading aviation publications. Before joining The War Zone in 2020, he was the editor of AirForces Monthly.


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GOP senators balk at Trump’s $1.8-billion ‘anti-weaponization’ fund, force delay in key vote

President Trump’s grip on his party slipped on Thursday as anger boiled over among Senate Republicans about a growing list of issues.

In a striking display of defiance, GOP senators abruptly derailed plans to vote on legislation to fund Trump’s immigration crackdown amid deep disagreements over security funding for a White House ballroom and a $1.8-billion fund to pay people who claim to have been politically persecuted.

The discontent had been building for weeks. Many senators had grown frustrated over Trump’s decision to endorse candidates running against longtime Republican incumbents.

Others, worried about rising costs as a result from the war in Iran, had aired concerns ahead of the midterm elections. But the breaking point came when the Justice Department, with little warning, pushed to create what it termed the “anti-weaponization fund.”

Senate Majority Leader John Thune (R-S.D.) acknowledged the concerns over the fund Thursday after a reportedly contentious private meeting about it between Senate Republicans and acting Atty. Gen. Todd Blanche. He also conceded midterm politics had added to the tension.

“It’s hard to divorce anything that happens here from what’s happening in the political atmosphere around us,” Thune told reporters. “You can’t disconnect those things.”

A day earlier, Sen. Bill Cassidy, a Louisiana Republican who lost his primary race on Saturday to a Trump-backed challenger, expressed strong disagreement with the creation of the fund, which would be controlled by appointees without congressional oversight.

“People are concerned about paying their mortgage or rent, affording groceries and paying for gas, not putting together a $1.8 billion fund for the president and his allies to pay whomever they wish with no legal precedent or accountability,” Cassidy wrote on X. “If there needs to be a settlement, the administration should bring it to Congress to decide.”

Sen. Mitch McConnell (R-Ky.) also had harsh criticism for the fund.

“So the nation’s top law enforcement official is asking for a slush fund to pay people who assault cops? Utterly stupid, morally wrong — take your pick,” he said in a statement.

The discord was striking, partly because Republicans have largely steered clear of checking the president’s power, and Congress has been largely sidelined under the second Trump administration on the war in Iran and other issues.

“I don’t think the Republicans had any choice but to pull the plug until we come back in June, because they’re facing a bit of a mutiny within their conference,” Sen. Adam Schiff (D-Calif.) told The Times, saying he had heard that the meeting between Blanche and Republicans “didn’t go well.”

As tension simmered on the background, Trump seemed unbothered by the group of Republicans’ public rebellion against his agenda. When asked whether he was losing control of the Senate, he said he didn’t know.

“I only do what is right,” he told reporters in the Oval Office.

However, he expressed annoyance at lawmakers who would not support $1 billion in federal funding for security costs related to the ballroom project. He said the structure is being privately funded by him and other “great patriots.”

“We are making a gift to the United States,” Trump said. “This is being made as a gift from me and other people that are great patriots and spent a lot of money. We are building what will be the finest ballroom anywhere in the world.”

The $1 billion for security funding would be “very much a good expenditure,” he said. If Congress does not sign off on the money, Trump said the “White House won’t be a very secure place.”

Trump did not immediately comment on Thursday about the Senate’s delaying of the funding bill. The White House declined to comment on the matter.

Trump’s second-term actions have frequently tested the loyalty of Republican lawmakers, who have largely stayed in line. The settlement fund, with its ethical questions, appears to have crossed a line for some senators in a party that has traditionally opposed wasting taxpayer funds.

The money comes from the judgment fund, which is a Congress-approved ongoing appropriation that allows the Justice Department to settle cases and make payments.

Stephen Miller, a top aide to Trump, told reporters at the White House that the $1.8-billion settlement was “just a small measure of the justice” that many people are owed after being targeted by the federal government. Miller declined to say whether the White House was reaching out to senators to ease concerns about the fund.

Republicans in Congress decried the use of similar third-party settlements during the Obama administration, with House lawmakers repeatedly passing a bill aimed at stopping settlement slush funds, noted Molly Nixon, a senior fellow at the Cato Institute.

Though the Trump administration’s plan is novel because the settlement money isn’t going to a third party, the general concept has been offensive to Republicans in the past; the Republican-controlled House Judiciary Committee termed it an abuse in 2017.

“If you’re taking a consistent view, you’d be at least equally as opposed to this settlement,” Nixon said of Republican lawmakers.

That could be driving some of the opposition now, along with concerns about who is going to get the money and whether it could be distributed to people who wouldn’t have been able to make a successful case before a court of law, Nixon said.

“The fund is going to plaintiffs who were victims of lawfare or weaponization. … Those are pretty ambiguous terms. They’re sort of in the eye of the beholder,” Nixon said. “It’s pretty easy to see how this could very easily become a quiet political claims process.”

Police officers who defended the U.S. Capitol during the Jan. 6, 2021, riot have already filed a federal lawsuit seeking to block the creation of the fund, arguing in part that it would compensate extremist convicted of committing violent crimes.

“The fund’s mere existence sends a clear and chilling message: those who enact violence in President Trump’s name will not just avoid punishment, they will be rewarded with riches,” the lawsuit says.

When Trump returned to office in January 2025, one of his first acts was pardoning or commuting the prison sentences of the 1,500 people who were charged in connection with the attack. Vice President JD Vance on Wednesday did not rule out that settlement money could go to those rioters, saying the money would be given out on a “case-by-case basis.”

Thune told reporters on Thursday that the Justice Department would have to come up with some guardrails to ease concerns among senators.

“We need to get some clarity,” he said.

Though the number of Republicans angry with Trump is significant enough to make or break legislation, the caucus appeared far from falling apart.

Senate Republicans blocked an attempt by Sen. Alex Padilla (D-Calif.) on Thursday to pass a bill to prohibit federal funds from reaching Jan. 6 rioters, an attempt to prevent the fund from being used to compensate them.

“I’m encouraged hearing some of my Republican colleagues agreeing with me,” Padilla said on the Senate floor. “Let’s stand up for congressional oversight as a unified Senate.”

Sen. Tommy Tuberville (R-Ala.) objected to Padilla’s bill, later writing on X: “PROUD to object today to Senator Padilla’s RIDICULOUS bill and stand up for ALL FREEDOM-LOVING AMERICANS.”

Schiff, who is working on an amendment that would target the fund, said other Republican colleagues he spoke to Wednesday evening were unhappy with the position Trump has put them in. He said Trump’s actions have helped underscore Democrats’ arguments against his party.

“All [it’s] doing is helping us make the case that the Republicans couldn’t care less about people’s cost of living … that there’s plenty of money for golden ballrooms for the president, there’s plenty of money for the president’s cronies, but there’s no money for the average family,” Schiff said.

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U.S. Air Force Special Operations Aircraft Accused Of Austrian Airspace Incursion

Austria says that, for two days in a row, its fighters were sent to intercept U.S. military aircraft, at least two of which entered its airspace without authorization. According to the Austrian Ministry of Defense, the aircraft were U.S. Air Force PC-12 turboprops, almost certainly a reference to the U-28A Draco, which the Air Force Special Operations Command uses primarily for intelligence, surveillance, and reconnaissance (ISR).

On Sunday and Monday this week, the Austrian Air Force scrambled Eurofighter Typhoons in response to the alleged flights in the neutral country’s airspace. This was confirmed by Austrian Ministry of Defense spokesperson Michael Bauer on X.

Auslösung Priorität A und Einsatz von zwei Eurofighter auf Grund Überflug von zwei PC12 der US Air Force um 12:31 Uhr zum Zweck der Identifizierung. #Bundesheer

— Michael Bauer (@Bundesheerbauer) May 11, 2026

According to Bauer, the incident on May 10 saw the Austrian Air Force scramble two Eurofighters after a pair of “PC-12s” were detected flying without authorization in the Totes Gebirge region of Upper Austria. Once Austrian Eurofighters intercepted the aircraft, they are said to have turned back and returned to Munich, Germany.

The following day, at 12:31 p.m., two more Eurofighters scrambled in response to an overflight by two “PC-12s.” This was a so-called Priority A intercept, meaning the highest-priority response for the Quick Reaction Alert (QRA) force. On this occasion, however, Bauer said it was unclear whether the U.S. Air Force aircraft had the necessary clearances — in contrast to Sunday’s incident.

An official Austrian Ministry of Defense video shows a QRA scramble involving the Eurofighter:

Alarm für die Luftstreitkräfte thumbnail

Alarm für die Luftstreitkräfte




Austria retains clear guidance for the procedures of transiting its airspace, as detailed on this webpage.

“The matter is to be resolved through diplomatic channels,” Bauer added.

In general, there appears to have been something of a spike in U.S. military aircraft activity over the Alpine region in recent days.

According to reports in the Swiss media, a total of nine overflights by the U.S. Air Force have taken place over Switzerland over the past three days. All of these flights were authorized.

The U-28A is a militarized version of the Pilatus PC-12M single-engine turboprop and carries a variety of sensors, including electro-optical and signals intelligence (SIGINT) equipment. It can also perform light utility duties in a pinch, among other missions.

A U-28A Draco assigned to Air Force Special Operations Command conducts a flyover rehearsal over the Gulf of America at Hurlburt Field, Florida, June 5, 2025. The U-28A provides airborne intelligence, surveillance and reconnaissance in support of special operations missions. (U.S. Air Force photo by Airman 1st Class Tori Haudenschild)
A U-28A Draco assigned to Air Force Special Operations Command over the Gulf of America on June 5, 2025. U.S. Air Force photo by Airman 1st Class Tori Haudenschild

Not all of the Draco aircraft share the same configuration, with different iterations appearing over the years. It is known that most of these aircraft have a sensor turret with electro-optical and infrared cameras, as well as SIGINT systems to geo-locate and monitor hostile communications and other emitters. There are also reports that some of the aircraft may have a synthetic aperture radar imaging capability. 

AFSOC has also upgraded the U-28A to a configuration known publicly only as EQ+. This update includes a new sensor turret with a high-definition, multi-spectral imaging full-motion video camera, which also offers better standoff range, according to Pentagon budget documents. This allows the aircraft to fly at higher altitudes and operate further away from its target, reducing risks to the crew and allowing for more discreet surveillance.

The Draco also features an extensive communications and data-sharing suite. This allows them to transmit the information it gathers back to command centers for further exploitation or straight to personnel on the ground, all in near real-time. These capabilities give the Draco a robust overwatch capability for special operations forces on the ground.

The exact size of the current U-28A fleet is not entirely clear. In a report published in December 2023, the Government Accountability Office (GAO) said that close to 40 U-28As remained in service.

A U.S. Air Force U-28 Draco takes off for a mission during U.S. Air Force Weapons School Integration (WSINT) at Nellis Air Force Base, Nevada, June 4, 2025. Conducted twice a year, the integration event tests multi-domain operations and strengthens joint force interoperability, enhancing combat readiness across the spectrum of military operations over the Nevada Test and Training Range. (U.S. Air Force photo by William R. Lewis)
A U.S. Air Force U-28 Draco takes off for a mission during U.S. Air Force Weapons School Integration (WSINT) at Nellis Air Force Base, Nevada, June 4, 2025. U.S. Air Force photo by William R. Lewis

In September 2024, the GAO confirmed to TWZ that it was conducting a classified review of SOCOM’s decision to divest the U-28As, as well as its King Air-based ISR aircraft, the latter of which are often referred to collectively as MC-12s.

Meanwhile, the Draco continues in service. Since its first combat deployment in June 2006, these unassuming aircraft have established themselves as an important component of U.S. counter-terrorism operations around the world.

For Austria, airspace policing is one of the core functions of its air force. Indeed, the country’s controversial Eurofighter fleet is dedicated to this mission, with no air-to-ground capability at all.

A pair of Austrian Air Force Eurofighter Typhoons. Eurofighter

Sitting outside of NATO puts Austria in a somewhat unusual position as regards U.S. overflights, although it should be noted that permissions were also denied by alliance members during Operation Epic Fury, the campaign against Iran.

While the Pentagon hasn’t officially disclosed the use of the U-28A in Epic Fury, it would not be surprising, especially considering its ability to operate from small airports and forward operating bases with limited infrastructure. 

U.S. Air Force U-28A FARP Training thumbnail

U.S. Air Force U-28A FARP Training




Meanwhile, there is also a precedent for unauthorized U.S. military overflights in Austrian airspace.

As we recounted in the past, in 2002, when the U.S. military was building up its forces in the Middle East ahead of a possible offensive against Saddam Hussein’s Iraq, the Air Force attempted to sneak two F-117A Nighthawks through Austrian airspace.

On that occasion, the U.S. Air Force filed a flight plan for a KC-10A Extender tanker to fly through Austrian airspace, something that was easier to gain clearance for, since it was unarmed. In fact, two F-117s were neatly tucked under the wings of the big tanker in close formation during the flight.

A KC-10 refuels an F-117. U.S. Air Force

Due to irregularities in the flight plan, two Austrian Air Force Saab Drakens were scrambled and soon identified the two F-117s. 

Imagery of the intercept was presented by the Austrian Minister of Defense during a meeting of the National Security Council and was presented as part of a diplomatic protest lodged at the U.S. Embassy in Vienna. 

Austrian Minister of Defense Herbert Scheiber presents the incriminating imagery during a meeting of the National Security Council. via X

A glance at the map reveals why the U.S. military regularly overflies Austria and Switzerland when routing from Germany to Italy or to the Middle East, to avoid long transits over France. Due to Austria’s geography, incursions typically only occur for a few minutes, especially where the flight time between German and Italian airspace is very short.

We have reached out to the U.S. Air Force for clarification on the incidents.

At the very least, the apparent incursions demonstrate that the U-28A remains very much in operational use and active around Europe, while underscoring the sometimes fraught nature of overflight agreements.

UPDATE: May 13, 7:00 AM EDT-

Austrian Ministry of Defense spokesperson Michael Bauer has provided more details of the Austrian Air Force scrambles that took place earlier this week.

According to Bauer, a flyover request was filed on May 10 for two U.S. Air Force PC-12s, flying from RAF Mildenhall, England, to Bucharest, Romania. Bauer continued:

“However, around 2:10 p.m., two other USAF aircraft approached Austrian airspace. At 2:21 p.m., an alarm scramble of Eurofighters was therefore triggered. The two USAF aircraft, however, turned away before entering Austrian airspace.”

On May 11, another U.S. Air Force flyover request was submitted and approved. As filed, two PC-12 aircraft flew over Austria. On this occasion, two Eurofighters monitored the flyover and verified that the flyover request matched the actual flight.

Ohne Eurofighter keine Luftraumüberwachung: Für 10. Mai lag ein Überflugsantrag für 2 Flugzeuge der Type PC12 der USAF von Mildenhall, GB nach Bukarest, RU vor. Um ca. 14.10 Uhr haben sich allerdings zwei andere Flugzeuge der USAF dem österreichischen Luftraum genähert. Um 14.21…

— Michael Bauer (@Bundesheerbauer) May 13, 2026

Meanwhile, Defense News has published the following statement provided by an official from U.S. European Command, relating to the May 10 incident:

“This flight took place after an administrative error in the overflight clearance paperwork was corrected. The United States continues to work closely with Austrian authorities on any questions regarding overflights and fully complies with Austrian laws and procedures.”

Contact the author: thomas@thwarzone.com

Thomas is a defense writer and editor with over 20 years of experience covering military aerospace topics and conflicts. He’s written a number of books, edited many more, and has contributed to many of the world’s leading aviation publications. Before joining The War Zone in 2020, he was the editor of AirForces Monthly.




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Memphis residents claim harassment, arrest and abuse by Trump-ordered Memphis Safe Task Force

Four Memphis residents are suing U.S. and Tennessee officials, saying they have been harassed, arrested and physically mistreated for engaging in First Amendment protected activities by observing and recording law enforcement agents in their city.

A lawsuit filed Wednesday in federal court targets the Memphis Safe Task Force, comprising agents from 13 federal agencies that President Trump ordered to the city to fight crime alongside Tennessee State Troopers and the Tennessee National Guard.

Since late September, hundreds of federal, state and local law enforcement personnel tied to the task force have made traffic stops, served warrants and searched for fugitives in the majority Black city of about 610,000 people. The lawsuit says the task force has conducted over 120,000 traffic stops.

“In the professed name of crime control, Task Force agents have stopped, menaced, and arrested Memphians engaging in routine, day-to-day activities,” the lawsuit states. “In response, Memphians encountering Task Force agents in public, including Plaintiffs, have stopped to gather information about and record Task Force activities.”

Emails from the Associated Press to the U.S. Department of Justice and a spokesperson for the task force were not returned on Wednesday morning.

Federal officials including Defense Secretary Pete Hegseth, former Atty. Gen. Pam Bondi and White House Deputy Chief of Staff Stephen Miller, have visited Memphis to praise the task force. Miller in October predicted the surge in law enforcement would make the city “safer than any of you could ever possibly imagine” and that “businesses and investment are going to pour in, and Memphis will be richer than ever before.”

The task force is part of a larger effort by Trump to use National Guard troops and surge federal law enforcement in cities, particularly ones controlled by Democrats. Following troop deployments in the District of Columbia and Los Angeles, he referred to Portland, Ore., as “war-ravaged” and threatened apocalyptic force in Chicago. Speaking last year to U.S. military leaders in Virginia, Trump proposed using cities as training grounds for the armed forces.

The lawsuit accuses task force agents of systematically retaliating against the four plaintiffs and other members of the public engaged in similar observations. It claims the threats and harassment are the “direct result of federal policy” that views observing federal agents performing their duties in public as a threat of harm to those agents. The lawsuit also claims that federal and state officials have failed to train their agents not to retaliate against citizens engaged in First Amendment protected activities.

The lawsuit asks the court to declare that retaliation against the plaintiffs for observing and recording law enforcement activity is unconstitutional and to prohibit the agents from further retaliation. It also targets a Tennessee law that requires observers to stand at least 25 feet away from law enforcement officers, if they are warned to do so, or face arrest. The suit asks the court to declare unconstitutional the use of the “Halo Law” against defendants who are not interfering with agents or impeding their duties.

Loller writes for the Associated Press.

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Lenz outlines sales force reaching 15,000 eye care professionals by quarter end as VIZZ adoption actions roll out (NASDAQ:LENZ)

Earnings Call Insights: LENZ Therapeutics (LENZ) Q1 2026

Management view

  • “In Q1, our performance was consistent with the expectations we outlined on our last call.” (President, CEO, Secretary & Director Evert Schimmelpennink) “We delivered approximately 25,000 paid and filled prescriptions… and generated $1.9 million in net revenue, including $1.7 million in

Seeking Alpha’s Disclaimer: This article was automatically generated by an AI tool based on content available on the Seeking Alpha website, and has not been curated or reviewed by humans. Due to inherent limitations in using AI-based tools, the accuracy, completeness, or timeliness of such articles cannot be guaranteed. This article is intended for informational purposes only. Seeking Alpha does not take account of your objectives or your financial situation and does not offer any personalized investment advice. Seeking Alpha is not a licensed securities dealer, broker or US investment adviser or investment bank.

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Fears of an AI breakthrough force the U.S. and China to talk

Three years ago, in the idyllic town of Woodside south of San Francisco, the United States and China held their first high-level talks on the dangers posed by artificial intelligence. President Xi Jinping and his longtime foreign minister appeared serious in their conviction that a channel should be a established between Beijing and Washington — a red phone for AI in case of emergencies.

They authorized a diplomatic effort that would begin in 2024 in Switzerland, only months before the U.S. presidential election. A large U.S. delegation arrived with high hopes that were abruptly dashed, according to four sources who attended the talks. The Chinese contingent dismissed American concerns over runaway AI as academic, almost theoretical, quickly turning the conversation to export controls seen in Beijing as yet another U.S. effort to hold China back.

“They naturally view any American diplomatic initiative involving limitations or restrictions of one flavor or another on a capability as being a trap,” Jake Sullivan, U.S. national security advisor under President Biden, said in an interview.

Despite the distrust — and Democrats losing the White House to Donald Trump — an accord was struck in November of that year in Peru, where both sides agreed to keep AI out of the command and control of nuclear weapons.

“It was a breaking of the seal that we could actually do something on AI,” Sullivan said. “In the transition, I told the incoming Trump team that they should really pick up that dialogue. But the Trump administration’s view was just far more laissez-faire, and they didn’t seem particularly interested in it.”

“That’s all changed in the past few weeks,” he added.

A Trump administration once eager to gun for technological supremacy is now, for the first time, reckoning with the power AI could unleash if left unchecked.

In a surprise reversal, quiet discussions have taken place ahead of President Trump’s state visit to China this week to explore reviving talks on an emergency channel, officials told The Times, prompted by shared alarm in Beijing and Washington over the debut of Mythos, Anthropic’s powerful new model.

One senior administration official told reporters Sunday that the White House was looking to create a channel of communication for AI like others that they have “in many areas that have intense focus with the U.S. and China.”

“I think what that channel of communication looks like, its formality and what that looks like, is yet to be determined,” the official said, “but we want to take this opportunity with the leaders meeting to open up a conversation. We should establish a channel of communication on that matter.”

Mythos’ capabilities are seen across the industry and government as those of an unprecedented cyberweapon, able to infiltrate and exploit digital communication systems — including government databases, financial institutions and healthcare programs — with untold consequences.

Whether an announcement will come to fruition this week is not yet clear. Any talks between the United States and China over AI regulations — designing some kind of arms control agreement governing the use of a technology that neither side fully understands or controls — will be fraught with suspicion, misunderstandings and risk, experts say.

“Right now, there is almost no support from U.S. policymakers to engage in formal discussions on AI governance with China,” said Aalok Mehta, director of the Wadhwani AI Center at the Center for Strategic and International Studies.

“The logic is that this is a winner-takes-all race,” Mehta said, “and that it’s imperative to accelerate AI progress to ensure that the United States wins that race.”

America in the lead

China would enter those discussions with a powerful argument, that U.S. leadership in AI — and the prevailing strategy of American AI companies — is propelling the world to a fraught frontier.

Every major U.S. player in the arena — OpenAI, Google, Anthropic, Microsoft and Meta Platforms — is racing to be the first to build a model capable of artificial general intelligence, or AGI, a threshold without a common definition, but that most agree will require a model to perform any intellectual human task.

The prevailing theory is that the first to achieve AGI will secure a prize that multiplies itself: a self-training, recursively improving intelligence, growing exponentially and leaving all competitors in its wake.

Chinese companies, by contrast, are following a state-sanctioned strategy focused on integrating AI into siloed industries and systems, training models to improve individual tasks and accelerate growth in a more tailored approach.

“The Chinese believe there is no single race, but multiple races,” said Scott Kennedy, senior advisor on Chinese business and economics at the Center for Strategic & International Studies. “The U.S. is focused on achieving AGI, while China is focused on diffusion and applications of AI into the rest of their economy — manufacturing, humanoid robotics, all aspects of the internet of things.”

China scholars, AI industry insiders and successive administrations have questioned Beijing’s strategic thinking and forthrightness.

“It’s so baked into the community here that AGI will have this transformative potential that people can’t believe China isn’t focused on this, as well,” said Matt Sheehan, a scholar of global technology issues at the Carnegie Endowment for International Peace with a focus on China. “It says it’s focused on applications, but is that a fake out for an AGI program hidden in the mountains somewhere?”

But most insiders believe that Beijing’s guidance to Chinese companies reveals its true intentions.

“They are not as AGI-pilled as the United States is, and I think that remains the case today,” Sullivan said, “so they regarded a lot of the conversation in the U.S. around extreme frontier risk — misalignment and loss of control — as a bit abstract, and not really as relevant to how they saw AI diffusing in China.”

President Biden greets Chinese President Xi Jinping in Woodside, Calif., in 2023.

President Biden greets Chinese President Xi Jinping in Woodside, Calif., in 2023.

(Doug Mills / Pool Photo)

Although China’s progress has exceeded U.S. expectations — especially since DeepSeek released its model over a year ago — the state has focused computer power on specific applications rather than the broad strategy needed to develop more powerful models capable of advancing toward AGI.

“It’s not just chips. It’s money,” Sheehan added. “China’s leading companies are much more financially constrained than U.S. companies. There’s concern over a bubble here, but OpenAI is valued at something near $800 billion. Leading Chinese companies that have gone public are valued at $20 billion. There’s just an orders-of-magnitude gap in available financing.”

Still, some in the U.S. government fear China won’t need comparable computing power if it simply steals the technology wholesale.

Doing so isn’t simple. But last month, in a memo, the White House Office of Science and Technology Policy accused Chinese actors of “industrial-scale campaigns to distill U.S. frontier AI systems,” in effect replicating the performance of the most advanced existing models “at a fraction of the cost.” The memo did not accuse Beijing of endorsing the activity.

In the process, the memo added, carefully constructed security protocols are deliberately stripped away.

China’s negotiating advantage

Whatever its strategic calculus may be, China would enter talks with the Trump administration trailing in the race — while disagreeing on the nature of the finish line.

AGI, in theory, could reach a stage of recursive self-improvement that results in a loss of human understanding or control. But if it is only the Americans, and not the Chinese, seeking to reach that threshold, then who is responsible to stop it?

Daniel Remler, who led AI policy at the State Department during the Biden administration and took part in the Geneva talks, cast doubt on Chinese claims of disinterest in AGI and ignorance of its risks. China falling behind in the race is no strategic design, he said.

“Chinese technologists are close observers of the U.S. AI ecosystem, and sometimes they say what they think,” Remler said. “Many were impressed by the [Mythos] model to the point of despair. Leaders in China’s top AI labs have been vocal in recent months, even before Mythos, about how compute-constrained they are at the frontier. Some have said they may never catch their American competitors.”

Talks at this point in the race could follow a familiar pattern in the recent history of U.S.-China diplomacy, in which Beijing claims it is behind the United States in development, ultimately securing a handicap and greater concessions at the negotiating table.

In other competitive domains — such as with China’s entry into the World Trade Organization and in cybersecurity negotiations between Beijing and the Obama administration — agreements were ultimately reached that Washington believes in hindsight disadvantaged American companies.

The Trump administration, Remler added, “needs to approach AI diplomacy with China with clear-eyed expectations anchored to our own national interests.”

Silicon Valley itself is divided over regulating AI. Anthropic, which was founded on concerns that other AI companies were failing to take safety and alignment concerns seriously, raised alarms over Mythos, its own model, to the Trump administration, a moment that has prompted reflection at the White House on the best path forward.

Spooked after meeting with leaders from America’s top banks over their vulnerabilities, Treasury Secretary Scott Bessent internally advised U.S. government reviews of future model releases — a practice already underway in China, where the training parameters for models, known as “weights,” have been publicly released.

Even the suggestion of government oversight sparked backlash from Silicon Valley. Last week, the White House sent out a memo to reassure industry allies that submitting new models for federal review would be strictly voluntary.

If talks ultimately resume between Washington and Beijing on AI, experts believe the negotiations would be far more complex than those that resulted in arms control agreements governing nuclear weapons in the Cold War.

The superpowers would not only be discussing threats of instability to the global financial system, but also fears of proliferation — advanced AI tools getting into the hands of bad actors interested in using bio- or cyberweapons that could target both countries.

And they ultimately would have to decide whether to discuss regulating the integration of AI into the Chinese and U.S. militaries, an almost unfathomable goal between the world’s biggest adversaries, where trust is lowest and verification would be hardest.

Those in the industry who most fear what artificial superintelligence could bring have told the Trump administration that talks with China are an existential necessity.

Dario Amodei, the chief executive and co-founder of Anthropic, speaks at an event in New York in 2025.

Dario Amodei, the chief executive and co-founder of Anthropic, speaks at an event in New York in 2025.

(Michael M. Santiago / Getty Images)

But even within Anthropic, which has championed diplomacy, there are concerns that Beijing could exploit its current disadvantage to entangle American industry at the cusp of its crowning achievement.

Rather than pushing for a single sweeping agreement, industry insiders are advising the administration to pursue targeted deals with Beijing to mitigate specific risks, like the pact on nuclear command and control, two industry sources said.

In private, both Xi and Chinese Foreign Minister Wang Yi seemed to understand that the gravity of the emerging technology before them required some form of cooperation, Sullivan said.

“At a conceptual level, I believe they had a conviction on that and authorized it,” Sullivan said, “but I believe their level of urgency was considerably lower than ours, and saw this as a longer-term process that would play out over time.”

“Their level of urgency and their stake in it has gone up,” he added.

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While ICE cracked down on L.A. protests, Marines were told to use force as ‘last resort’

Before being deployed to Los Angeles during anti-ICE protests last summer, U.S. Marines were given 12 rules for engaging with protesters, and Rule 1 was clear: Force “of any kind” was allowed only as a last resort.

If force were used, the rule stated, it “should be the minimum necessary to accomplish the mission.”

That detail is among 178 pages of federal documents released by the Marine Corps to the nonprofit watchdog group American Oversight through the Freedom of Information Act and shared exclusively with The Times.

The documents paint a thorough picture of how Marines prepared to deploy in Southern California, where they stood alongside National Guard members and agents with the Department of Homeland Security.

The documents also illuminate a glaring contrast between the training of Marines and that of immigration agents, who have been accused repeatedly of using unnecessary force against peaceful protesters, bystanders and immigrants during enforcement operations.

“Ironically, I would’ve felt much safer with Marine engagement than with DHS because of the depth of training,” said Ryan Schwank, a former instructor for Immigration and Customs Enforcement recruits at the ICE Academy within the Federal Law Enforcement Training Center in Georgia.

Schwank is a whistleblower who resigned in February after revealing that the Trump administration had slashed immigration officer training. After reviewing the documents obtained by American Oversight, he said the training given to Marines on crowd control was “significantly more in-depth and longer than training given to an ICE officer, even under the best of circumstances.”

A ICE agent walks through tear gas that was fired to push protesters back

An ICE agent walks through tear gas that was fired to push protesters back during a raid on Atlantic Boulevard in the city of Bell on June 20, 2025.

(Genaro Molina / Los Angeles Times)

The Department of Homeland Security did not respond to questions and instead pointed to a February news release that said training has not been cut back and that new hires receive additional training after leaving the academy.

“ICE law enforcement officers are trained to use the minimum amount of force necessary to resolve dangerous situations to prioritize the safety of the public and our officers,” said Lauren Bis, a department spokesperson. “Officers are highly trained in de-escalation tactics and regularly receive ongoing use of force training.”

Schwank noted that the Marines and ICE officers came to Southern California with different objectives: As protectors of people and property, the Marines had a more limited, reactive mission, while ICE officers were charged with making arrests, a confrontational role.

“We’re giving [ICE officers] less training on it and fewer refreshers than the Marines are getting and yet we’re putting them in a situation where they’re taking the more confrontational actions to where they’re more likely to have to make split-second decisions,” Schwank said.

For most of history, he added, ICE agents detained people who were already in the custody of another law enforcement agency. He said ICE was never meant to act as riot police.

“The real fundamental problem isn’t ICE agents using force,” Schwank said. “It’s ICE agents using force in an environment they are not trained for.”

The training of Marines, and the lead-up to their deployment, is outlined in the documents reviewed by The Times.

On June 6, a commanding general emailed other generals to say that “national-level leadership” had directed Marines to assume an “alert posture” and be ready to support the Los Angeles Police Department, Los Angeles County Sheriff’s Department and ICE officers who were already responding to civil unrest in downtown Los Angeles.

The Marines would safeguard federal facilities and thus “protect lives and property through the restoration of civil order,” the email said.

The Trump administration directed 4,200 California National Guard soldiers and 700 Marines to Southern California starting June 7.

Marines push back anti-ICE protesters in front of the Federal Building

Marines push back anti-ICE protesters in front of the Federal Building during a “No Kings Day” in downtown Los Angeles last June.

(Carlin Stiehl / Los Angeles Times)

First, though, they needed to be trained.

The five-day course reviewed use-of-force policies, less-lethal weapons and handling of civil disturbances.

Overall, the 12 rules emphasized safety, urging Marines to be reasonable, to de-escalate tensions and to avoid confrontations with individuals who posed no threat.

Marines could use non-deadly force, if necessary, to control a situation or protect themselves or other federal personnel, and deadly force “only when all lesser means have failed.”

“Exercise due regard for the safety of innocent bystanders when using any type of force,” the rules state.

Schwank said there is no equivalent to the Marines course at Homeland Security. When he left the academy in February, he said, “there was no crowd control training, period.”

Crowd control was briefly added to the curriculum in 2021 for experienced law enforcement officers, he said, but it was later removed. ICE recruits may also have gotten lessons on crowd control after leaving the academy and joining their respective field offices, he said.

When Schwank left the agency, a six-hour class called “Public Order Public Safety” was in development for the 2026 curriculum, according to documents he provided to Congress. Homeland Security did not respond when asked if the class had started.

“I wouldn’t assume that any of the ICE officers on scene in L.A. had received any sort of actual crowd control class,” Schwank said. “They might have gotten a one-to-two-hour PowerPoint slideshow, but that would’ve been it.”

Marine Col. Beth R. Smith confirmed that the entire 2nd Battalion 7th Marines received academic and practical training before deploying to Los Angeles.

Managing civil disturbances has been an issue for Homeland Security since at least 2021, according to an audit conducted by the agency’s internal watchdog review of a 2020 deployment to Portland, Ore.

That year, President Trump mobilized federal power against the protests that spilled into Portland streets after the murder of George Floyd by a Minneapolis police officer. Trump sent 755 Homeland Security agents to defend federal property in what would come to be seen as a dry run for much larger operations of his second term.

Two vehicles, one in flames

A protester damages a Waymo vehicle at Los Angeles Street and Arcadia Street in L.A. on June 8, 2025.

(Robert Gauthier / Los Angeles Times)

Nested on rooftops, agents launched chemical weapons against protesters. Ground forces fired less-lethal rounds at point-blank range and forced participants into unmarked vans without explanation.

The audit by the Homeland Security inspector general found that only seven of 63 officers reviewed had received any level of riot and crowd control training. Some officers told investigators that they needed additional training, and many “questioned their involvement in the operation” due to the lack of preparation.

”Without the necessary policies, training, and equipment, DHS will continue to face challenges securing Federal facilities during periods of civil disturbance that could result in injury, death, and liability,” the audit concluded.

As of spring 2025, Homeland Security records show, the department had not corrected the training failures flagged in the audit years earlier.

Schwank agreed that the concerns raised in the inspector general’s report were never addressed.

Liz Hempowicz, deputy executive director of American Oversight, said the Marine Corps’ emphasis on de-escalation and on using force only as a last resort stands in stark contrast to what happened on the ground in Los Angeles with immigration agents.

The practices outlined in the documents “differ from positions taken by senior DHS leadership, whose separate internal communications revealed a mindset that appeared far more encouraging of violence,” she said.

Internal Homeland Security emails also obtained by American Oversight revealed that the agency’s lead attorney said federal agents in Los Angeles should have “just started hitting the rioters and arresting everyone that couldn’t get away.”

“These records underscore that the difference between disciplined restraint and unnecessary harm can come down to the tone set at the top — and when that tone shifts toward hostility, the human cost can be devastating,” Hempowicz said.

Jennifer Kavanagh, director of military analysis at Defense Priorities, a military research group, said that for Homeland Security, the issue is partly a training deficiency and partly a cultural shift against agent accountability.

“Trump talks about ‘the enemy within’ — this is what he’s talking about,” she said. “To some at DHS, the enemy within is all immigrants, it’s cartels — it’s also groups that are protesting the government.”

Conversely, the Marines’ documents emphasized personal liability and responsibility. For example, one page said that “if you either use more force than is necessary, or respond with DEADLY-force to a NON-deadly threat — You will likely lose your right to self-defense, and you will be viewed, under the law, as the ‘Aggressor.’”

Marines were told to immediately report anyone violating the 12 rules of engagement.

The high level of training for Marines shows that command considered the optics of military personnel harming or even killing civilians, Kavanagh said. But just because the deployment worked out last year doesn’t make it a good idea in the long run, she said.

Kavanagh, alongside Gov. Gavin Newsom, Mayor Karen Bass, and LAPD Chief Jim McDonnell, opposed the military deployments to Los Angeles last year, maintaining that Marines are trained for foreign combat, not domestic crowd control.

“I see these deployments as a recipe for disaster,” she said.

Schwank said ICE’s training touches on personal liability but not in as much depth. Last fall, Stephen Miller, Trump’s deputy chief of staff, said ICE officers “have federal immunity in the conduct of your duties, and anybody who lays a hand on you or tries to stop you or tries to obstruct you is committing a felony.”

On the ground in Los Angeles, ICE agents and other local law enforcement fired a range of less-lethal weapons at protesters, such as pepper balls, hard foam rounds or canisters delivering flash-bang grenades and tear gas.

At a June 12 protest, a federal agent shoved freelance journalist Anna Sophia Moltke to the ground, causing sprains on her left arm and leg and deep scrapes to her hip and knee that have since scarred. She was carrying a camera, she said, and wore clear press credentials and a helmet that said “PRESS.”

“I remember distinctly there being no violence at all until police and ICE showed up,” she said. “We saw them firing rubber bullets into the crowd. People started running away. I was halfway turned around when they started rushing the crowd, and a tall, 6-foot-4 masked man used both hands to push me onto the concrete.”

Moltke said she recalled a large group of protesters gathered near the Marines stationed at the northern end of the detention center, just before police and ICE swept through and forced her to the ground. To her knowledge, she said the Marines remained at their post and didn’t participate in street skirmishes.

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New VC-25B Air Force One “Bridge” Aircraft Now Fully Modified And Flight Tested

The U.S. Air Force said its new interim Air Force One jet, dubbed the VC-25B Bridge aircraft, has officially completed modifications and flight testing and is being painted in the red, white and blue livery sought by President Donald Trump. The extremely lavish 747-8i Boeing Business Jet (BBJ) – donated by Qatar to the U.S. last year for use by Trump – is set to serve in the Air Force One role while the White House awaits the delayed delivery from Boeing of two fully-outfitted VC-25B Air Force One aircraft. There are no plans to retire the VC-25As that currently serve as Air Force One until both full-up VC-25Bs are operational.

The Air Force said the VC-25B Bridge aircraft is on schedule to roll out in its new paint scheme and be delivered to the Presidential Airlift Group this summer. It is not clear when it will start flying Trump. The White House referred us to the Air Force for additional information.

A VC-25B Bridge aircraft takes off for flight testing at Greenville, Texas. The aircraft recently completed modification and flight-testing phases, entering maintenance to be painted in red, white, gold and blue livery. The program remains on schedule to deliver the Bridge aircraft to the Presidential Airlift Group no later than summer 2026. (Courtesy photo)

The jet recently underwent flight testing in Texas, which you can see in the following photos that aviation photographer TT-33 operator was kind enough to share with us at the time.

The Qatari-donated 747-8i jet envisioned as a presidential airlifter, had a recent test flight.
The Qatari-donated 747-8i jet envisioned as a presidential airlifter, had a recent test flight. (TT-33 operator photo)
(TT-33 operator)

The USAF now says that with the Boeing VC-25B deliveries delayed far past its initial 2024 target and VC-25A heavy maintenance cycles being extended, an interim capability became “an absolute imperative.” How accurate this claim actually is isn’t clear. Trump has been talking about an interim Air Force One aircraft for some time since deliveries of the new VC-25Bs were pushed back beyond his second term. We heard of no actual requirements originating for this capability from within the USAF prior to the new administration or far in advance of Trump’s deal with the Qataris to source the jet. Very early in the new administration, Elon Musk was even working to find out how to get Trump a new Air Force One as fast as possible, for instance.

The Air Force claimed that in February 2025, a dedicated task force launched a “full-court press” on the VC-25B Bridge program while simultaneously working to accelerate Boeing’s long-term VC-25B production.

The U.S. Air Force has confirmed it is buying two Boeing 747-8 airliners from German flag carrier Lufthansa.
A rendering of a future US Air Force VC-25B Air Force One jet in the red, white and blue livery desired by President Donald Trump. (Boeing) Boeing

Though questions were swirling about the legality and ethics of receiving the gifted plane, the Pentagon last May took delivery of the aircraft and said it would rapidly undertake the required modifications.

It’s one thing to have a donated ultra-luxury jet, but turning it into one safe and connected enough to carry a president is another story.

As TWZ has previously noted, converting any aircraft into one that is secure enough to transport the president is a complex undertaking. The aircraft needs to provide constant, secure communications, including what is needed to order a nuclear strike under extreme conditions. Historically, it also needs to be physically hardened both inside and out to withstand myriad threats, from the electromagnetic pulse of a nuclear weapon going off to incoming surface-to-air missiles to enemy intelligence-gathering efforts. To do this requires significant modifications right down to the aircraft’s outer structure. It is very unlikely, if not impossible, that this aircraft was hardened against EMPs in the timeframe required for fielding it.

The VC-25As are speckled with missile approach warning sensors and many laser countermeasures turrets (DIRCM). They also include the legacy Matador infrared countermeasure system above their jet engines and APU. This is in addition to other defensive features which are less visible and remain closely guarded secrets.

Common Infrared Countermeasures (CIRCM) thumbnail

Common Infrared Countermeasures (CIRCM)




In previous coverage, we noted that at the very least, “this aircraft will have to feature some kind of DIRCM setup to repel shoulder-fired heat-seeking missiles, and modular units are available that can be attached in a canoe to the bottom of the aircraft. These systems, such as Elbit’s C-MUSIC or Northrop Grumman’s Guardian, are in service with foreign VVIP 747s, as well as commercial aircraft, including those flying for Israeli airline El Al. You can read all about these systems here. Still, while they offer far less defensive capacity compared to what is seen under the belly of a VC-25A, they would offer a significant layer of protection.” We still don’t see any evidence of the aircraft being modified with defensive countermeasures.

Northrop Grumman’s Guardian pod is a self-contained DIRCM (includes missile approach and warning sensors and laser pointer) solution for airliner-type aircraft. (Northrop Grumman)

L3Harris, known for its communications systems and aircraft alterations, was selected to undertake the “complex modification of the bridge aircraft,” the Air Force explained. The company already delivers “secure, reliable and resilient communications” for VC-25A and the executive airlift fleet “but has extensive experience with self-protection and customization of VIP aircraft,” the Air Force added. “The accelerated timeline was further made possible by a mission-focused partnership with Boeing, who provided the necessary engineering data to support the required structural modifications.”

In addition, “elite specialists from multiple government agencies developed advanced protocols to detect and – if necessary – neutralize potential technical hazards on previously owned aircraft,” according to the Air Force. “Their rigorous approach on the Bridge aircraft has literally ‘written the book’ and set the benchmark for integrating used airframes into the secure military inventory.”

In response to our question about what modifications the jet received, the Air Force told us the following:

“Safety and security were at the forefront of this program. We deliberately minimized interior aesthetic modifications to focus on modifications for safety, security and mission execution. We assessed which requirements were necessary for an interim capability. We had greater flexibility in developing our mission requirements.

After safety and security, we focused on the mission communications systems.

We have made deliberate decisions such as the reduction of the number of airstairs, less chiller space, and exclusion of the Golden Eagle mission [to fly the remains of former presidents] to minimize structural modifications, while prioritizing modifications focused on safety, security and secure communications.”

We also asked whether this jet will be able to fly overseas and into higher-risk areas, but have not gotten a response. At this point, based on the limited info we have at this time, that seems unlikely. But if this is the case, the question then can be raised why the USAF is spending billions on two full-up Air Force One aircraft if standards have been so relaxed that this simpler aircraft can do all their missions? We will update this story with any pertinent details the USAF provides.

In this February 15, 2025 a Qatari Boeing 747 sits on the tarmac of Palm Beach International airport after US President Donald Trump toured the aircraft on February 15, 2025. Donald Trump plans to accept a luxury Boeing jet from the Qatari royal family for use as Air Force One and then continue flying in it after his tenure, despite strict rules on US presidential gifts, media reported May 11, 2025. Calling the plane a "flying palace," ABC News, which first reported the story, said the Boeing 747-8 jumbo jet would possibly be the most expensive gift ever received by the American government. (Photo by ROBERTO SCHMIDT / AFP) (Photo by ROBERTO SCHMIDT/AFP via Getty Images)
A Qatari Boeing 747 sits on the tarmac of Palm Beach International airport after US President Donald Trump toured the aircraft on February 15, 2025. (Photo by ROBERTO SCHMIDT / AFP) ROBERTO SCHMIDT

To help speed up the delivery process of this interim Air Force One jet, the Air Force said it “constructed an at-scale mockup of the interior, complete with virtual reality views, to enable early commissioning activities for White House staff.”

“Our commitment to providing the president with a secure, resilient and reliable airborne command post is unwavering,” said Chief of Staff of the Air Force Gen. Ken Wilsbach. “The VC-25B Bridge program is a testament to the Air Force’s ability to innovate and rapidly evolve to ensure the continuity of our government under any conditions.”

The Air Force said the estimated delivery of Boeing’s VC-25Bs is now expected in 2028. If that holds up, then this ‘bridge’ aircraft will have served at most around two years until the first full-up VC-25B is delivered.

We will continue to follow developments in this program and provide updates when warranted.

Contact the author: howard@thewarzone.com

Howard is a Senior Staff Writer for The War Zone, and a former Senior Managing Editor for Military Times. Prior to this, he covered military affairs for the Tampa Bay Times as a Senior Writer. Howard’s work has appeared in various publications including Yahoo News, RealClearDefense, and Air Force Times.


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Air Force Wants To Axe Its E-11A BACN Communications Jets

The U.S. Air Force plans to fully retire its fleet of E-11A Battlefield Airborne Communications Node (BACN) aircraft in Fiscal Year 2028. The BACN jets provide highly specialized communications capabilities that allow for the rapid transfer of data between various aerial platforms, as well as forces on land and at sea, which you can read more about here. The Air Force more than doubled its fleet size in recent years, but now wants the mission to be taken over by space-based systems.

In their Posture Statement for Fiscal Year 2027, the Secretary of the Air Force Troy Meink, Air Force Chief of Staff Gen. Kenneth S. Wilsbach, and Space Force Chief of Space Operations Gen. B. Chance Saltzman state that the E-11A “will be fully divested” in FY2028.

In our previous coverage of the E-11A, we described the basic capabilities of the platform as follows:

The BACN payload is an extremely robust communications gateway that can rapidly send and receive data transmitted through various waveforms to and from a wide array of aerial platforms, as well as forces on the ground. In addition to being able to “translate” between various communications and data sharing systems, these aircraft have been vital communications relay nodes in Afghanistan, where the country’s mountainous terrain limits the reach of line-of-sight links.

A 430th Expeditionary Electronic Combat Squadron E-11A aircraft outfitted with a Battlefield Airborne Communications Node sits on the runway at Kandahar Airfield, Afghanistan, April 4, 2019. The 430th EECS is the only unit that operates these aircraft with the BACN payload. (U.S. Air Force photo by Capt. Anna-Marie Wyant)
A 430th Expeditionary Electronic Combat Squadron E-11A aircraft outfitted with a Battlefield Airborne Communications Node sits on the runway at Kandahar Airfield, Afghanistan, April 4, 2019. U.S. Air Force photo by Capt. Anna-Marie Wyant Capt. Anna-Marie Wyant

In the short term, the capabilities provided by BACN will be bridged by the Hybrid SATCOM Terminal program. In a 2024 demonstration by Northrop Grumman, this type of satellite communications solution made use of commercial space Internet providers to establish a resilient multi-orbit, multi-constellation network.

A schematic artwork of Northrop Grumman’s hybrid SATCOM solutions. Northrop Grumman

The Posture Statement further adds that the Air Force is “executing a deliberate and balanced strategy for Intelligence, Surveillance, and Reconnaissance (ISR), Battle Management Command and Control (BMC2), and Airborne Moving Target Indicator (AMTI) capabilities to meet the intent of the National Defense Strategy.”

This strategy includes “a generational shift away from legacy systems” like the E-11A and “towards next-generation capabilities in both air and space.” This also calls for continued investment in the DAF Battle Network, which is described as “a key capability to fuse sensor data and remain resilient against all adversaries.”

Lt. Col. Chris and Maj. Matt, 430th Expeditionary Electronic Combat Squadron, prepare to fly the Battlefield Airborne Communications Node’s 10,000th mission in the E-11A aircraft, Feb. 24, 2017. The BACN weapons system was developed to fulfill an urgent need in Afghanistan where the mountainous terrain makes communication difficult. (U.S. Air Force photo by Staff Sgt. Katherine Spessa)
Lt. Col. Chris and Maj. Matt, 430th Expeditionary Electronic Combat Squadron, prepare to fly the Battlefield Airborne Communications Node’s 10,000th mission in the E-11A aircraft, Feb. 24, 2017. U.S. Air Force photo by Staff Sgt. Katherine Spessa Katherine Spessa

The Air Force has previously described the DAF Battle Network as an “integrated system-of-systems connecting sensor, effector, and logistics systems enabling better situational awareness, faster operational decisions, and decisive direction to the force.”

Another option could be BACN-like solutions provided in podded form to various aircraft. Examples of these include the Smart Node Pod from Northrop Grumman, which is already in production.

Until recently, the Air Force seemed very much committed to its BACN fleet.

Back in 2021, the service confirmed it planned to acquire six more E-11As over the next five years; this would provide a total of nine BACN jets. This reflected the high demand for the fleet, which meant all of the existing operational examples had historically been forward deployed in Afghanistan, where one of them crashed after suffering an engine failure in 2020.

The BACN fleet has also conducted extensive operations in the Persian Gulf region, Central and South America, and elsewhere.

The E-11A has remained active in combat operations up to this day, including being deployed in support of Operation Epic Fury against Iran. It was also involved in the operation to capture Venezuelan dictator Nicolas Maduro, an effort known as Absolute Resolve.

Another driver behind the force expansion was the Air Force’s retirement of four EQ-4B Global Hawk drones that were also equipped with the BACN communications package. These were later converted into the RangeHawk configuration to support hypersonic testing.

In 2022, the Air Force confirmed that the first of the additional six E-11As was now operating in the Middle East, having formally joined the 430th Expeditionary Electronic Combat Squadron at Prince Sultan Air Base in Saudi Arabia.

A U.S. Air Force E-11A Battlefield Airborne Communications Node aircraft, assigned to the 430th Expeditionary Electronic Combat Squadron, takes off in support of a joint, multi-national exercise at Al Dhafra Air Base (ADAB), United Arab Emirates, June 30, 2021. During the exercises, multiple platforms worked together to execute and refine tactics, techniques and procedures to counter Unmanned Aerial System threats. Conducting consistent training with partner nations ensures interoperability and the ability to defend ourselves, and reinforces security and stability in the region. (U.S. Air Force photo by Master Sgt. Wolfram M. Stumpf)
A U.S. Air Force E-11A BACN aircraft, assigned to the 430th Expeditionary Electronic Combat Squadron, takes off in support of a joint, multinational exercise at Al Dhafra Air Base, United Arab Emirates, June 30, 2021. U.S. Air Force photo by Master Sgt. Wolfram M. Stumpf Master Sgt. Wolfram Stumpf

It’s worth noting that the Air Force’s three oldest E-11As are based on older Bombardier BD-700 and Global 6000 business jets, while the newer airframes are based on the Global 6500 bizjet.

The aircraft has also taken on additional functions, such as in 2021, when at least one E-11A was involved in a combined U.S.-UAE exercise focused on employing “multiple platforms… together to execute and refine tactics, techniques and procedures to counter Unmanned Aerial System threats,” according to the Air Force.

A U.S. Air Force E-11A Battlefield Airborne Communications Node (BACN) takes off from Prince Sultan Air Base, Kingdom of Saudi Arabia, Jan. 4, 2022, in support of complex joint training with aircraft from across the region, to include U.S. Air Force F-16 Fighting Falcons and U.S. Marine Corps F/A-18 Hornets. Airspace across U.S. Central Command’s area of responsibility is among the most dynamic in the world and regular training ensures U.S. and coalition aircrew operate safely and professionally. (U.S. Air Force photo by Senior Airman Jacob B. Wrightsman)
A U.S. Air Force E-11A BACN takes off from Prince Sultan Air Base, Kingdom of Saudi Arabia, Jan. 4, 2022. U.S. Air Force photo by Senior Airman Jacob B. Wrightsman Senior Airman Jacob Wrightsman

In the past, we’ve also noted how the value of the BACN platform extends beyond Afghanistan and the Middle East.

Its capabilities would be equally useful for supporting operations over the vast expanses of the Pacific, where the U.S. military is increasingly focused on preparing for a potential future high-end conflict with China. It would also be suited to working on NATO’s eastern flank, where U.S. allies have been expanding their force posture in recent years to help deter Russian aggression.

More generally, as a fixed-wing bizjet platform, the E-11A lacks the low-observability characteristics to survive in highly contested airspace, so it would need to operate from considerable standoff distances when confronted by the kinds of peer- and near-peer adversaries that they are intended to help defeat. This is undoubtedly part of the reason for the Air Force deciding to discard the BACN fleet. In the same way, it also gave up its E-8C Joint STARS without any direct replacement, driven by the concern that platforms of this kind will simply be too vulnerable in the future.

A U.S. Air Force E-8C JSTARS. U.S. Air Force/Senior Airman Jared Lovett

After all, both China and Russia are developing very long-range anti-air missiles expected to be optimized for high-value targets such as BACN. In addition, airborne ISR platforms will increasingly face sophisticated anti-access/area-denial (A2/AD) networks before they even get to their operating areas. 

Furthermore, pushing the E-11A further away from the warfighter is a fundamental problem for its mission, especially when it comes to connecting to forces on the ground. BACN works as a bridge between forces using disparate radios and even the same radios, and is particularly valuable since units on the ground that are trying to communicate with other units or aircraft can be blocked by line of sight, especially in terrain. Regardless, the farther the E-11A flies away from its target area, the less it is capable of providing meaningful connectivity to the forces operating there, just due to the horizon.

Ultimately, the E-11A’s high-demand, low-density status may also have counted against it. Even after the Air Force decided to increase the fleet numbers, it remains a highly niche capability and one that comes at a lot of cost, with an extensive training, maintenance, and logistics burden needed to support it.

A new U.S. Air Force E-11A BACN aircraft taxis through a "bird bath" at Prince Sultan Air Base, Kingdom of Saudi Arabia, Dec. 16, 2022. This E-11A is the newest addition to 430th Expeditionary Electronic Communications Squadron's fleet. Commonly known as Battlefield Airborne Communications Node, or BACN, this aircraft extends the range of communications channels and enables better communication amongst units. (U.S. Air Force photo by Staff Sgt. Shannon Bowman)
A new U.S. Air Force E-11A BACN aircraft arrives at Prince Sultan Air Base, Kingdom of Saudi Arabia, Dec. 16, 2022. U.S. Air Force photo by Staff Sgt. Shannon Bowman Staff Sgt. Shannon Bowman

The Air Force’s ambition to migrate the BACN’s capabilities to space-based assets parallels, to some degree, its aim for its future airborne early warning and control (AEW&C) architecture. However, the service does at least still see a need for traditional crewed AEW&C aircraft, too. Partly this is due to the fact that the Air Force does not expect new space-based capabilities to be operational before, at best, the early 2030s. The service is seeing a similar shift with its ground moving-target indicator (GMTI) capabilities, which are being transferred from the now-retired E-8C JSTARS to a distributed network of space-based sensors to keep tabs on targets on land and at sea.

At this stage, it’s far from clear whether the terminals required for BACN’s successor have already been installed on aircraft, ships, and issued to ground units, and whether the system will be able to translate Link 16 and other waveforms.

Time will tell if space-based assets can take over the BACN’s role in what is a notably abbreviated timeframe.

Contact the author: thomas@thewarzone.com

Thomas is a defense writer and editor with over 20 years of experience covering military aerospace topics and conflicts. He’s written a number of books, edited many more, and has contributed to many of the world’s leading aviation publications. Before joining The War Zone in 2020, he was the editor of AirForces Monthly.


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Leon Draisaitl helps Oilers defeat the Ducks to force a Game 6

Leon Draisaitl scored a pair of goals and Evan Bouchard chipped in with three assists as the Edmonton Oilers staved off elimination by beating the Ducks 4-1 on Tuesday night.

The Oilers now trail the best-of-seven Western Conference playoff series 3-2 with Game 6 on Thursday night at Honda Center.

Vasily Podkolzin and Zach Hyman also scored for the Oilers who had previously yielded six separate leads to slip away in the first four games of the series.

Connor McDavid and Ryan Nugent-Hopkins each had a pair of assists. Edmonton is now 18-3 when scoring first in a game when facing elimination.

Alex Killorn scored for the Ducks.

Connor Ingram made 29 stops for Edmonton, while Ville Husso recorded 10 saves for the Ducks after coming in to relieve Lukas Dostal, who gave up three goals on nine shots.

For the fifth straight game the Oilers struck first, scoring on the game’s first shot just 2:22 into the contest as Podkolzin beat Dostal high for his second of the postseason.

Edmonton took a 2-0 lead 8:33 into the opening period as a point shot was deflected twice, the second time through Dostal’s legs by Hyman.

The Oilers took a 3-0 lead just 1:14 later as Draisaitl tipped Bouchard’s point shot in for his second of the playoffs. That spelled an early end of the night for Dostal.

The Ducks got on the board on the power play 8:26 into the second period as Mason McTavish dropped it back to Killorn, who extended his points streak to four games with his third goal of the playoffs.

Edmonton responded with a power-play goal a couple of minutes later on a one-timer by Draisaitl, who tied Wayne Gretzky for the most postseason power-play goals in franchise history at 23.

Edmonton has played the most playoff games of any NHL team since 2022 with 80, two more than the Florida Panthers, who beat the Oilers in the last two Stanley Cup Finals before failing to qualify this season.

Playing in his 80th playoff game, Bouchard collected his 88th point, moving into a tie for third place for players through 80 games with Brian Leetch, behind only Bobby Orr (92) and Paul Coffey (92).

McDavid (63 points) passed Adam Oates for the second-most points in NHL history when trailing in a playoff series. Only Gretzky (80) has more.

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Has Iran exposed the limits of what US can achieve by force? | US-Israel war on Iran

Political scientist Vali Nasr argues that US and Israeli military options ‘have come up short’.

Despite on-again, off-again negotiations, the United States has no other option but to pursue a diplomatic solution with Iran, argues Vali Nasr, professor of international affairs and Middle East studies at Johns Hopkins University.

Nasr tells host Steve Clemons that the US-Israel war on Iran has shown the limits of military force.

“You don’t go to the table to demand surrender. The other side is not going to surrender because they haven’t lost. So you have to cut a deal,” Nasr said, adding that Iran’s objective is to make sure the US and Israel understand that “war with Iran isn’t easy”.

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Spitfire Completes Unique Formation Flights With Royal Air Force

An example of the U.K. Royal Air Force’s most iconic fighter, the Spitfire, flew in a series of air-to-air formations around the United Kingdom over the last two weeks, part of the 90th anniversary celebrations for the aircraft, which became legendary on account of its service in World War II. The nine-leg flight around the United Kingdom was completed Friday.

The Spitfire in question, a two-seater, was painted blue to represent the first prototype, K5054. The original K5054 first flew on March 5, 1936, and was piloted by Capt. Joseph “Mutt” Summers. It took off from Eastleigh Aerodrome, now Southampton Airport.

On this day in 1936 was the prototype Spitfire’s maiden flight. Captain Joseph “Mutt” Summers, chief test pilot for Vickers, took off in K5054 from Eastleigh Aerodrome (later Southampton Airport). pic.twitter.com/7bbjlOBGxf

— RAF BBMF (@RAFBBMF) March 5, 2021

Popular history records that Summers uttered the words “I don’t want anything touched” when he climbed down from the cockpit. If he did say those words, it was almost certainly an instruction to the ground crew to leave the plane as it was before he took it up for his next test sortie. But the legend stuck.

Image of Spitfire “K5054”, seen during transit to RAF Coningsby in the UK. The first flight of the eagerly anticipated commemorative Spitfire90 tour has successfully landed at RAF Coningsby. The nine flights have been organised to celebrate 90 years since the Supermarine Spitfire’s maiden flight. Departing from Southampton International Airport earlier today, the very site where Captain Joseph ‘Mutt’ Summers piloted the original Spitfire prototype K5054 on 5th March 1936, the specially painted two-seat Spitfire, replicating the original K5054, was escorted by the Dakota and Spitfire AB910 belonging to the Royal Air Force’s Battle of Britain Memorial Flight (BBMF) as it made its way to RAF Coningsby, the home of the BBMF. During the flight, "K5054" was also joined in the vicinity of RAF Marham by two F35 Lightning II aircraft.
Spitfire “K5054” seen during transit to RAF Coningsby in the UK. Crown Copyright

Regardless, so promising was the new fighter that the Air Ministry placed a production order less than three months later, with trials still incomplete.

Eventually, more than 20,000 production examples would be built, and the Spitfire would be considered among the best all-round fighters of World War II, in which it played a key role from start to finish. The Royal Air Force didn’t fly its last operational Spitfire sortie until 1954, in Malaya.

The blue Spitfire seen in the accompanying images is actually a Mk IX, BS410, which crashed in May 1943, was recovered and rebuilt in the 2000s, and was converted into a two-seater, allowing for a passenger. It is currently privately owned.

Starting on April 7, the K5054-lookalike Spitfire joined up in the air with a host of modern types.

For the first flight, the Royal Air Force’s most advanced fighter, the F-35B Lightning, flew in formation with the Spitfire. This came just a matter of weeks after British F-35Bs shot down their first enemy aircraft — hostile drones over Jordan, during the conflict in the Middle East.

The formation flight involved two frontline F-35Bs from RAF Marham and two preserved Spitfires.

Image of Spitfire “K5054”, seen here alongside two F35 Lightning II Jets from RAF Marham as they transit to RAF Coningsby in the UK. The first flight of the eagerly anticipated commemorative Spitfire90 tour has successfully landed at RAF Coningsby. The nine flights have been organised to celebrate 90 years since the Supermarine Spitfire’s maiden flight. Departing from Southampton International Airport earlier today, the very site where Captain Joseph ‘Mutt’ Summers piloted the original Spitfire prototype K5054 on 5th March 1936, the specially painted two-seat Spitfire, replicating the original K5054, was escorted by the Dakota and Spitfire AB910 belonging to the Royal Air Force’s Battle of Britain Memorial Flight (BBMF) as it made its way to RAF Coningsby, the home of the BBMF. During the flight, "K5054" was also joined in the vicinity of RAF Marham by two F35 Lightning II aircraft.
Spitfire “K5054” seen here alongside two F-35Bs from RAF Marham. Crown Copyright

The other Spitfire, a Mk Vb, AB910, also saw combat in World War II, including covering the D-Day landings in Normandy. It is now part of the storied Battle of Britain Memorial Flight (BBMF).

Image of Spitfire “AB910”, seen during transit to RAF Coningsby in the UK. The first flight of the eagerly anticipated commemorative Spitfire90 tour has successfully landed at RAF Coningsby. The nine flights have been organised to celebrate 90 years since the Supermarine Spitfire’s maiden flight. Departing from Southampton International Airport earlier today, the very site where Captain Joseph ‘Mutt’ Summers piloted the original Spitfire prototype K5054 on 5th March 1936, the specially painted two-seat Spitfire, replicating the original K5054, was escorted by the Dakota and Spitfire AB910 belonging to the Royal Air Force’s Battle of Britain Memorial Flight (BBMF) as it made its way to RAF Coningsby, the home of the BBMF. During the flight, "K5054" was also joined in the vicinity of RAF Marham by two F35 Lightning II aircraft.
Spitfire AB910 seen during transit to RAF Coningsby in the UK. Crown Copyright
Image of Spitfire “AB910” and Spitfire “K5054”, seen during transit to RAF Coningsby in the UK. The first flight of the eagerly anticipated commemorative Spitfire90 tour has successfully landed at RAF Coningsby. The nine flights have been organised to celebrate 90 years since the Supermarine Spitfire’s maiden flight. Departing from Southampton International Airport earlier today, the very site where Captain Joseph ‘Mutt’ Summers piloted the original Spitfire prototype K5054 on 5th March 1936, the specially painted two-seat Spitfire, replicating the original K5054, was escorted by the Dakota and Spitfire AB910 belonging to the Royal Air Force’s Battle of Britain Memorial Flight (BBMF) as it made its way to RAF Coningsby, the home of the BBMF. During the flight, "K5054" was also joined in the vicinity of RAF Marham by two F35 Lightning II aircraft.
Spitfires AB910 and “K5054” seen during transit to RAF Coningsby in the UK. Crown Copyright

For the first leg of its flight, the K5054-lookalike Spitfire flew from its birthplace of Southampton Airport to RAF Coningsby in Lincolnshire, still a major fighter hub.

While the Spitfire and F-35 could hardly be more different in terms of performance and technologies, both have served the Royal Air Force as its premier frontline fighter. Like its forebear, the F-35B is also now proven in aerial combat, albeit against drones.

On March 6 this year, the Royal Air Force announced that an F-35B pilot had carried out the aircraft’s first combat shootdown in British hands, intercepting and destroying two hostile drones during an operation over Jordan the same week.

An F-35B from No. 617 Squadron at RAF Akrotiri. Crown Copyright

“The pilot, flying alongside two Typhoons from RAF Akrotiri, detected the drones on radar and engaged them with two ASRAAM missiles,” the Royal Air Force said in its statement. The pilot, although assigned to No. 617 Squadron of the Royal Air Force, was serving with the Royal Navy, reflecting the joint nature of the U.K. F-35B force.

The incident followed a separate attack in which a small, low‑speed drone struck RAF Akrotiri in Cyprus after evading base defenses, which were subsequently much enhanced.

Flight two, out of RAF Coningsby, on April 8, saw the Spitfire fly alongside Royal Air Force Red Arrows Hawks and a Phenom T1 trainer.

The Red Arrows flying alongside the Spitfire on Day 2 of the commemorative tour of GB. Two Hawks accompanied her for part of the flight from RAF Coningsby to Leuchars Station. (Photo: Darren Harbar) #Spitfire90 pic.twitter.com/Y4ioabXnoI

— Jane (@JaneFranklin99) April 8, 2026

The third flight, out of RAF Leuchars, on April 9, involved a Royal Air Force P-8 Poseidon maritime patrol aircraft.

Image of a Spitfire aircraft, seen here flying with a P-8A maritime patrol aircraft over RAF Lossiemouth as part of it's tour (Spitfire 90) around the United Kingdom. SPITFIRE 90 is a collaborative commemorative event between the Battle of Britain Memorial Flight (BBMF) and Spitfires.com. The Spitfire Academy. Marking 90 years since the first flight of the Spitfire prototype K5054 from Eastleigh Aerodrome on 5 March 1936, a specially painted twin-seat Spitfire TR9 will complete a nine-leg circumnavigation of Great Britain, with each leg representing a decade of the aircraft’s history. Operating from nine UK locations between 7 and 17 April 2026, the event coordinates with current RAF aircraft to demonstrate the evolution of air power, while raising funds for the RAF Benevolent Fund and the Mark Long Trust.
Spitfire and Poseidon over Scotland. Crown Copyright

Flight four, on April 10, brought the Spitfire to Scotland, where it flew out of RAF Lossiemouth with a pair of Royal Air Force Typhoon fighters.

Image of a Spitfire and Typhoon aircraft seen here at RAF Lossiemouth as part of it's tour (Spitfire 90) around the United Kingdom. SPITFIRE 90 is a collaborative commemorative event between the Battle of Britain Memorial Flight (BBMF) and Spitfires.com. The Spitfire Academy. Marking 90 years since the first flight of the Spitfire prototype K5054 from Eastleigh Aerodrome on 5 March 1936, a specially painted twin-seat Spitfire TR9 will complete a nine-leg circumnavigation of Great Britain, with each leg representing a decade of the aircraft’s history. Operating from nine UK locations between 7 and 17 April 2026, the event coordinates with current RAF aircraft to demonstrate the evolution of air power, while raising funds for the RAF Benevolent Fund and the Mark Long Trust.
A Spitfire and Typhoons seen at RAF Lossiemouth. Crown Copyright

Remaining in Scotland, the fifth flight, on April 13, out of Prestwick Airport, teamed the Spitfire with a Royal Air Force Hawk T2 trainer.

Flight six, on April 14, out of RAF Valley, Wales, involved the Spitfire and two current Royal Air Force training types: a Texan T1 turboprop and a Jupiter HT1 helicopter.

Pictured is the iconic Spitfire TR9 “K5054”, flying alongside a Texan from MOD St Athan in the UK. The sixth flight of the eagerly anticipated commemorative Spitfire90 tour has successfully left RAF Valley and landed at MOD St Athan. The commemorative SPITFIRE 90 event is celebrating 90 years of the infamous WWII aircrraft taken Wednesday 15th April 2026. SPITFIRE 90 is a collaborative commemorative event between the Royal Air Force and Spitfires.com. The nine-day event presents a unique and valuable opportunity to honour the legacy of the iconic Spitfire, celebrating its pivotal role in shaping the UK and RAF's history and inspiring future generations. It also serves to promote the modern-day RAF, showcasing its continued excellence, innovation and dedication to protecting the nation. Additionally, it has raised over £100K for RAF charities, supporting the welfare of our personnel, veterans and their families, while also providing aviation opportunities for disabled individuals. SPITFIRE 90 circumnavigates Great Britain and conducts over nine legs, each of which coordinates with modern RAF aircraft to demonstrate the progress of air power during the last nine decades. SPITFIRE 90 will operate from/ to nine UK locations: Southampton Airport, RAF Coningsby, RAF Leuchars, RAF Lossiemouth, RAF Valley, MoD St Athan, RAF St Mawgan/ Newquay Airport and Exeter Airport during the period 7–17 Apr 26.
The Spitfire alongside a Texan T1. Crown Copyright

Flight seven, on April 15, out of MOD St Athan, provided a formation with two QinetiQ Pilatus PC-21 trainers.

Flight eight, on April 16, out of MOD St Mawgan, involved a Royal Air Force A400M transport.

Image of Spitfire “K5054”, seen during transit to RAF Coningsby in the UK. The first flight of the eagerly anticipated commemorative Spitfire90 tour has successfully landed at RAF Coningsby. The nine flights have been organised to celebrate 90 years since the Supermarine Spitfire’s maiden flight. Departing from Southampton International Airport earlier today, the very site where Captain Joseph ‘Mutt’ Summers piloted the original Spitfire prototype K5054 on 5th March 1936, the specially painted two-seat Spitfire, replicating the original K5054, was escorted by the Dakota and Spitfire AB910 belonging to the Royal Air Force’s Battle of Britain Memorial Flight (BBMF) as it made its way to RAF Coningsby, the home of the BBMF. During the flight, "K5054" was also joined in the vicinity of RAF Marham by two F35 Lightning II aircraft.
Crown Copyright

For the ninth and final flight, on April 17, the Spitfire departed Exeter Airport and met up alongside the BBMF’s Dakota as it flew back to Southampton Airport.

For the final flight of Spitfire90, we were joined by Major Timothy Nigel Peake CMG, a retired British European Space Agency astronaut, Army Air Corps officer and author who flew on board the Dakota from Exeter to Southampton. SPITFIRE 90 is a collaborative commemorative event between the Royal Air Force and Spitfires.com. The nine-day event presents a unique and valuable opportunity to honour the legacy of the iconic Spitfire, celebrating its pivotal role in shaping the UK and RAF's history and inspiring future generations. It also serves to promote the modern-day RAF, showcasing its continued excellence, innovation and dedication to protecting the nation. Additionally, it has raised over £100K for RAF charities, supporting the welfare of our personnel, veterans and their families, while also providing aviation opportunities for disabled individuals. SPITFIRE 90 circumnavigates Great Britain and conducts over nine legs, each of which coordinates with modern RAF aircraft to demonstrate the progress of air power during the last nine decades. SPITFIRE 90 will operate from/ to nine UK locations: Southampton Airport, RAF Coningsby, RAF Leuchars, RAF Lossiemouth, RAF Valley, MoD St Athan, RAF St Mawgan/ Newquay Airport and Exeter Airport during the period 7–17 Apr 26.
For the final flight, the Spitfire was joined by a Dakota for a flight from Exeter to Southampton. Crown Copyright

While not unique, the Royal Air Force doesn’t regularly pair current and historic fighters for displays in the way the U.S. Air Force does with its Heritage Flight. This puts together formations of modern jets flying with fighters from the World War II, Korean War, and Vietnam War eras, such as the P-51 Mustang and F-86 Sabre.

The F-35 Lightning II flies in formation with the P-38 Lightning and two P-51 Mustangs during the Heritage Flight Conference at Davis Monthan Air Force Base in Tucson, Ariz., March 4-6, 2016. The F-35 heritage flight team from Luke Air Force Base, Ariz. is the first F-35 team to participate in the Heritage Flight Program. The program features modern USAF fighter aircraft flying alongside World War II, Korean and Vietnam era aircraft in a dynamic display of our nation's air power history. (U.S. Air Force photo by Staff Sgt. Staci Miller)
A U.S. Air Force F-35A flies with a pair of P-51 Mustangs and a P-38 Lightning as the Heritage Flight at Davis Monthan Air Force Base in Tucson, Arizona, in 2016. U.S. Air Force photo by Staff Sgt. Staci Miller

This makes the series of Spitfire flights all the more special. On each of these flights, one lucky (and deep-pocketed) passenger was in the backseat of the Spitfire, having bid for the chance to do so. The money earned will go to support service-related charities.

For the rest of us, we can enjoy some of the spectacular imagery captured as this special Spitfire completed its countrywide odyssey.

Contact the author: thomas@thewarzone.com

Thomas is a defense writer and editor with over 20 years of experience covering military aerospace topics and conflicts. He’s written a number of books, edited many more, and has contributed to many of the world’s leading aviation publications. Before joining The War Zone in 2020, he was the editor of AirForces Monthly.




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Qatari 747-8i Gifted To Trump For Interim Air Force One Is Undergoing Test Flights

  • Qatar’s 747-8i gifted for interim Air Force One use. The U.S. Air Force is testing a lavish 747-8i donated by Qatar to serve as a temporary Air Force One while awaiting delayed VC-25B deliveries.
  • Test flights underway with expected delivery by 2026. The VC-25B Bridge Aircraft has begun test flights and is expected to be delivered to the Presidential Airlift Group by summer 2026.
  • Limited modifications observed on the aircraft. Photos show few changes to the jet’s communication systems, though it includes new aerials and UHF satcom antennas.
  • Defensive capabilities remain uncertain. The aircraft may lack comprehensive defensive systems like EMP hardening and defensive systems, raising questions about its operational use.
  • High conversion costs and limited operational scope. With a conversion cost nearing $400 million, the jet may only be used domestically or in low-threat areas, prompting questions about its necessity.

Bottom line: The U.S. Air Force is testing a Qatari 747-8i as an interim Air Force One due to delays in Boeing’s VC-25B deliveries. While modifications are underway, the jet’s limited defensive capabilities and high conversion costs raise questions about its practicality and operational use.

The U.S. Air Force has begun test flights on an extremely lavish 747-8i Boeing Business Jet (BBJ) that Qatar donated to the U.S. last year for use by President Donald Trump. The jet, now dubbed VC-25B Bridge Aircraft, is set to serve in the Air Force One role while the White House awaits the extremely delayed delivery from Boeing of two fully-outfitted VC-25B Air Force One aircraft 

“I can confirm that the VC-25B Bridge Aircraft has begun flight test,” an Air Force spokesperson told The War Zone Friday afternoon. “We expect the aircraft will be delivered to the Presidential Airlift Group no later than summer 2026.”

Aviation Week was the first to report the news of the test flight.

The Air Force declined to provide additional information about the testing program, including when it began or how many flights have taken place. It also remains unclear when the 747-8i will conduct real VIP missions or if it will receive a new official designation. With questions swirling about the legality and ethics of a president receiving a gift plane, the Pentagon last May took delivery of the aircraft and said it would rapidly undertake the required modifications.

The jet, using the call sign VADER01, was spotted by flight trackers over Texas yesterday. It took off from Majors Field in Greenville, Texas, flew over Tulsa, Oklahoma, Amarillo and Abilene, Texas, before landing back at Majors Field. The airport is home to L3 Technologies, which is modifying the jet. The facility at Greenville is a hub for this exact kind of modification work on the Pentagon’s larger aircraft.

Video and photos taken by aviation photographers show that the aircraft was in a white base livery, though it will reportedly get Trump’s red, dark blue and white paint scheme. The aircraft was delivered from Qatar in its maroon, white and gray striped scheme originally.

In this February 15, 2025 a Qatari Boeing 747 sits on the tarmac of Palm Beach International airport after US President Donald Trump toured the aircraft on February 15, 2025. Donald Trump plans to accept a luxury Boeing jet from the Qatari royal family for use as Air Force One and then continue flying in it after his tenure, despite strict rules on US presidential gifts, media reported May 11, 2025. Calling the plane a "flying palace," ABC News, which first reported the story, said the Boeing 747-8 jumbo jet would possibly be the most expensive gift ever received by the American government. (Photo by ROBERTO SCHMIDT / AFP) (Photo by ROBERTO SCHMIDT/AFP via Getty Images)
The donated Qatari Boeing 747-8i seen on the tarmac of Palm Beach International airport after Trump toured the aircraft on February 15, 2025. (Photo by ROBERTO SCHMIDT/AFP via Getty Images) ROBERTO SCHMIDT

Aviation photographer TT-33 operator was kind enough to share some images with us. The photos were captured as the aircraft was landing at Majors Field yesterday. You can see more of his work here.

(TT-33 operator)
(TT-33 operator)
(TT-33 operator)

The photos show remarkably few modifications to the VC-25B Bridge Aircraft’s communications system, which already had an extensive broadband satellite communications suite when Qatar handed it over. These additions include a handfuls of new aerials and what appear to be two UHF satcom ‘platter’ antennas.

As TWZ has previously noted, converting any aircraft into one that is secure and safe enough to transport the president is a complex undertaking. The aircraft needs to provide constant, secure communications, including what is needed to order a nuclear strike. Historically, it also needs to be physically hardened both inside and out to withstand myriad threats, from the electromagnetic pulse of a nuclear weapon going off to incoming surface-to-air missiles to enemy intelligence-gathering efforts. To do this requires significant modifications right down to the aircraft’s outer structure.

In this case, it is likely impossible for the jet to receive EMP hardening and, at least based on the limited photos available, we cannot find any clear additions that would indicate the installation of an integrated self defense suite of any kind. The VC-25As are speckled with missile approach warning sensors and many laser countermeasures turrets (DIRCM). They also include the legacy Matador infrared countermeasure system above their jet engines and APU. This is in addition to other defensive features which are less visible and remain closely guarded secrets.

Common Infrared Countermeasures (CIRCM) thumbnail

Common Infrared Countermeasures (CIRCM)




At the very least, this aircraft will have to feature some kind of DIRCM setup to repel shoulder-fired heat-seeking missiles, and modular units are available that can be attached in a canoe to the bottom of the aircraft. These systems, such as Elbit’s C-MUSIC or Northrop Grumman’s Guardian, are in service with foreign VVIP 747s, as well as commercial aircraft, including those flying for Israeli airline El Al. You can read all about these systems here. Still, while they offer far less defensive capacity compared to what is seen under the belly of a VC-25A, they would offer a significant layer of protection.

Northrop Grumman’s Guardian pod is a self-contained DIRCM (includes missile approach and warning sensors and laser pointer) solution for airliner-type aircraft. (Northrop Grumman)

It’s also possible a more elaborate and fully integrated defensive system could be installed in the coming weeks, but it’s hard to imagine this would allow the jet to enter service this summer.

Adding a further layer of complexity to the procurement and fielding process of any new presidential airlift aircraft, there are tight controls around sourcing spares for aircraft with this mission, and specific rules about vetting individual parts to protect against espionage and sabotage. Clearly many practices and requirements had to be relaxed in order to rush this ‘bridge’ aircraft into service.

USAF via FOIA

There are also questions about where this jet could actually fly operationally. Without a fully specialized design meeting all the requirements for the traditional Air Force One mission, it will likely be limited to domestic use or other very low threat areas. Given all that, and its reported conversion price tag approaching $400 million, there are legitimate questions about why it is needed at all.

As we noted earlier in this story, the flight test of this aircraft came as Boeing is far behind in the process of converting two other 747-8is originally built as commercial airliners into new fully customized VC-25B Air Force One aircraft. This led to the emergence of Trump’s idea of procuring an ‘interim’ Air Force One.

On Friday, the Air Force told us that it “is collaborating with Boeing to implement acceleration initiatives and expect the first delivery of the VC-25B in mid-2028.” If this is the case, then this ‘bridge’ aircraft will have served at most around two years until the first full-up VC-25B is delivered.

We have reached out to Boeing for additional details.

The U.S. Air Force has confirmed it is buying two Boeing 747-8 airliners from German flag carrier Lufthansa.
A rendering of a future US Air Force VC-25B Air Force One jet. Boeing

While it is not yet known when the ‘bridge’ VC-25B will actually transport the president, we know there is great pressure to get it doing exactly that from the White House. Judging by its configuration so far, whatever possible appears to have been done to make that happen.

Contact the author: howard@thewarzone.com

Howard is a Senior Staff Writer for The War Zone, and a former Senior Managing Editor for Military Times. Prior to this, he covered military affairs for the Tampa Bay Times as a Senior Writer. Howard’s work has appeared in various publications including Yahoo News, RealClearDefense, and Air Force Times.


Tyler’s passion is the study of military technology, strategy, and foreign policy and he has fostered a dominant voice on those topics in the defense media space. He was the creator of the hugely popular defense site Foxtrot Alpha before developing The War Zone.


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ICE went on a hiring spree. Sterling credentials were not required, AP investigation finds

Their backgrounds stand out. And not in a good way.

Two bankruptcies and six law enforcement jobs in three years. An allegation of lying in a police report to justify a felony charge against an innocent woman — an incident that led to a $75,000 settlement and criticism of his integrity. A third job candidate once failed to graduate from a police academy, then lasted only three weeks in his only job as a police officer.

Their common bond: All were hired recently by U.S. Immigration and Customs Enforcement during an unprecedented hiring spree — 12,000 new officers and special agents to double its force — after the agency received a $75-billion windfall from Congress to enact President Trump’s mass deportation campaign.

The president put a premium on swift action, and for ICE that meant rapid-fire recruitment and hiring, which in turn led to new employees with questionable qualifications. Their backgrounds and training have come under scrutiny after numerous high-profile incidents in which ICE agents used excessive force.

“If vetting is not done well and it’s done too quickly, you have higher risk of increased liability to the agency because of bad actions, abuse of power and the lack of ability to properly carry out the mission because people don’t know what they are doing,” said Claire Trickler-McNulty, who served as an ICE official during the Obama, first Trump and Biden administrations.

The agency has said the majority of new hires are police and military veterans. But evidence is mounting that applicants with questionable histories were either not fully vetted before they were brought on or were hired in spite of their past, an investigation by the Associated Press found.

ICE’s acting director, Todd Lyons, said during a congressional hearing in February that he was proud of the hiring campaign, which drew more than 220,000 applications. “This expansion of a well-trained and well-vetted workforce will help further ICE’s ability to execute the president’s and secretary’s bold agenda,” he said.

Unlike many local law enforcement agencies, ICE said it shields the identity of employees to protect them from harassment, making a full accounting of the new hires impossible.

The AP focused on more than 40 officers who recently made public their new jobs as ICE officers on LinkedIn pages, using public records to check their backgrounds. All but one were male.

While most of them had conventional qualifications as former correctional officers, security guards, military veterans and police officers, it’s unclear how many should have potentially been disqualified because AP did not have access to their full personnel files. But several had histories of unpaid debts that resulted in legal action, two had filed for bankruptcy and three others had faced lawsuits that alleged misconduct in prior law enforcement jobs, the AP found.

Marshall Jones, an expert on police recruiting at the Florida Institute of Technology, said it’s hard to get a full picture of ICE’s new employee pool without more data. But he said ICE has likely hired some “less than ideal candidates” who meet minimum requirements but would be passed over in a normal hiring cycle.

“If you’re hiring hundreds or thousands of people, even with the best of background processes, there are going to be outliers,” he said. “The question is, are these normal outliers from human beings doing things, or is there a systemic challenge in properly vetting folks if there are issues?”

DHS says ‘vetting is an ongoing process’

The Department of Homeland Security, ICE’s parent agency, did not answer questions about specific hiring decisions. But it acknowledged some applicants received “tentative selection letters” and offers to begin working on a temporary status before they had been subjected to full background checks.

“ICE is committed to ensuring its law enforcement personnel are held to the highest standards and rigorously vets them throughout the hiring process,” the department said. “Vetting is an ongoing process, not a one-time occurrence.”

The process includes reviewing their criminal histories and credit scores and conducting background investigations that include interviewing prior employers and other associates, which can take weeks. But the deluge of hires has strained the agency, which promised signing bonuses of up to $50,000 and advertised that college degrees were not required.

An internal memo, first reported by Reuters in February, told ICE supervisors that if they receive “derogatory information about a newly hired employee’s conduct” they should refer the allegations to an internal affairs unit for investigation. Such information could include the employees’ termination or forced resignations, the memo said.

Two bankruptcies, six jobs before ICE hired him

Among the new hires is Carmine Gurliacci, 46, who resigned as a police officer in Richmond Hill, Ga., to join ICE in Atlanta in December, according to a resignation letter obtained by AP.

He filed for bankruptcy in 2022, saying he had no income and had been unemployed for two years after moving from New York to Georgia, court filings show. He said he was living with a friend and doing chores in exchange for housing, listing tens of thousands of dollars of unpaid loans, bills, child support and other debts. He also had filed for bankruptcy in 2013 in New York, when he listed $95,000 in liabilities, records show.

Serious financial problems are “a pretty big red flag” because they might make employees susceptible to bribes or extortion, which have been problems at ICE, Trickler-McNulty said.

After his 2022 bankruptcy petition was approved, Gurliacci rejoined the work force, hopping to six Georgia law enforcement agencies within three years, each time resigning before moving on, records obtained by AP show.

He left one campus security job in 2023, citing “unforeseen personal issues that render me unable to fulfill my duties,” a resignation letter shows. But he then began working for the Butts County Sheriff’s Office soon after.

He lasted months there before moving to the Chatham County Sheriff’s Office, where he quit after two months on the job, records show. The federal government recently obtained his Chatham County personnel file as part of a background check, two months after he started at ICE.

Reached by phone, Gurliacci told a reporter he would call back. He never did and did not respond to follow-up messages.

Critic says new ICE hire ‘abuses his power’

Another new hire is Andrew Penland, 29, who joined ICE after resigning in December as a sheriff’s deputy in Greenwood County, Kansas.

Penland had spent most of his career as a deputy in Bourbon County, Kansas, but left last year after facing a lawsuit alleging he arrested a woman on false allegations in 2022. The county’s insurer paid $75,000 to settle the case, the agreement shows.

The woman, June Bench, recounted in an interview what happened. One of her neighbors, a county official, claimed Bench had purposely made a wide turn and nearly hit him with her car.

Penland responded to the property. Body camera video shows he urged the neighbor to press charges and told the man Bench would go to jail but he would not have to testify in court because it would get resolved through a plea.

Bench denied the allegation and said it was part of a personal dispute. But Penland arrested her on a felony assault charge, took her to jail and seized her car. Penland wrote in a report that he watched surveillance video showing her neighbor jumping out of the way of her speeding car.

It took a week for Bench to get out of jail and more than a year to defeat the charge, which was dismissed for lack of evidence. When she obtained the video Penland cited as proof, it showed her car appearing to make a routine turn and no near-collision with the neighbor.

Bench said she was outraged to learn Penland had been hired by ICE.

“That’s scary to me. He abuses his power,” she said.

After being reached for comment, Penland deactivated his LinkedIn account and alerted ICE to the inquiry but did not respond to AP.

New hire struggled at police academy

A third new ICE hire, Antonio Barrett, initially failed to graduate from a Colorado law enforcement academy in 2020, one of two students who did not “complete portions of the academy” and received “an incomplete grade,” an email obtained by AP shows.

He finished the program after a community college arranged a special one-day training and test for him, and landed a job at the police department in La Junta, Colo., in July 2020. But he worked only three weeks before resigning and never worked in local policing again.

Previously, Barrett worked as a corrections officer at a Colorado prison.

He was accused in a lawsuit of excessive force for inflicting pain on a handcuffed inmate when he and another colleague forcibly removed the man from a wheelchair in 2017. But state officials argued their actions were not excessive and a court agreed, dismissing the case.

Barrett didn’t respond to a message seeking comment.

Ex-ICE instructor says training is inadequate

ICE has denied removing any training requirements, saying new recruits receive 56 days of training and 28 days of on-the-job training. The agency said that most of the new officers have already completed law enforcement academies.

But former ICE academy instructor Ryan Schwank testified in February that agency leaders cut training on the use of force, firearms safety and the rights of protesters. He said the new recruits include some as young as 18 who lack college degrees and whose primary language is not English.

“We’re not giving them the training to know when they’re being asked to do something that they’re not supposed to do, something illegal or wrong,” he said.

Foley writes for the Associated Press.

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Businessman a Harsh, Blunt Political Force : Ventura: Thrift store magnate Ray Ellison is called by some a man of integrity. To others, he’s the godfather of mudslinging.

Thrift store millionaire Ray Ellison leaned back in his office chair and laughed.

He knows a liar when he sees one, he said. And he knows a liberal. He doesn’t like either.

“I called him a slimeball, scum-sucking liar,” said Ellison, 65, reciting a description of then-Ventura Mayor Dennis Orrock that he painted on a truck parked near a freeway in 1984.

Ellison took on the mayor’s ally the following year, dubbing Councilwoman Pati Longo “The Phony with The Toni” in full-page newspaper ads that declared her a liar, too.

In 1991, Ellison’s large ads depicted Councilman Donald Villeneuve astride a defecating bull, stating: “Screw the Marketplace.” Last fall, two councilmen and a challenger were featured as smiling fish in ads titled: “A Fish Stinks From The Head. Take A Sniff of These.”

Of the forces that have reshaped Ventura’s political landscape in recent years–pushing campaigns to increasingly personal attacks–none has been consistently harsher than Raymond W. Ellison.

Spending tens of thousands of dollars, including at least $14,000 last fall, Ellison has been described by critics as Ventura’s godfather of mudslinging.

“Based on the ads he ran, I would judge him to be venal and mean, coarse and crass,” said former Councilman Todd Collart, defeated Nov. 5 after he was caricatured as a smelly fish. “He continues to set lower and lower standards to be aimed for by others. And that works against good people seeking elective office.”

Councilman Gary Tuttle–also featured in the “fish ads”–said he considered not running for a second term last year because of Ellison.

“I knew he was going to come after me, and I had to think, ‘Do I want to put my family through this?’ ” he said. “My mom, my wife, my sisters, they got very upset. The Tuttle name has always been a positive in this community.”

Even some candidates backed by Ellison distanced themselves from his methods. Newly elected Councilwoman Rosa Lee Measures called a press conference before the election to say she was not associated with Ellison, and asked that he cancel future ads.

Councilman James Monahan, a recipient of Ellison political assistance for 16 years, said recently that he does not condone his friend’s advertisements, because they “can have a negative effect on everyone. You can turn people off.”

But to many of Ellison’s political allies and friends, the Ventura businessman is far more complicated and admirable than his crude public persona might suggest. And his opinions–though presented in a blunt style–air the frustrations of Ventura’s business community, they said.

Supporters say Ellison holds work, family and religion most dear–that he is generous in his donations to church and charity and in his employment of society’s least employable.

A high school dropout turned business whiz, Ellison says he started the nation’s first privately owned thrift store in 1948 with money he earned as a paratrooper in World War II. Now semi-retired, he claims about 1,300 employees in the 28 stores he and his two sons own or operate in seven states.

Officials at organizations for war veterans say Ellison’s thrift stores keep them in business by paying the charities millions of dollars a year for donated goods or by operating charity-owned stores at a healthy profit.

“The United States could use more Ray Ellisons,” said Jim Pechin, business manager for the Vietnam Veterans of America in Washington. “We probably wouldn’t be here today without Ray, because he developed our funding base.”

Locally, Ellison donates to charity golf tournaments and gives time and money to the First Baptist Church of Ventura. In recent days, he helped decorate the church for Christmas dinners–then washed dishes afterward.

“He’s just a very helpful, generous man,” said Nick Bailey, a church associate pastor. “He’s not afraid when he sees needs in the church community and in the ministry here to be a part of the solution.”

*

Ventura attorney William D. Fairfield, who has known Ellison for 20 years, said of his friend:

“I have tremendous respect for this man–for his integrity, for his business acumen, for him as a family man. And I think he’s done more for this community than any single individual by asking public officials to be accountable.”

Banker Bob Alviani, president-elect of the Ventura Chamber of Commerce, said the comments of Ellison–whose philosophy is pro-growth, pro-business and anti-government waste–reflect the sentiments of others.

“I don’t think Ray Ellison is alone in his feelings or alone in how he expresses his opinion,” Alviani said. “If he wants to pay the price to say what he’s saying, fine. If you take it to heart, fine. If you choose to ignore it, fine too.

“The wonderful thing about our politics in this country is that a person has a right to say whatever they want,” Alviani said.

Gruff, lean and balding, Ellison is skittish about public attention. He wants to have his say every so often in political advertisements and letters to the editor, and leave it at that.

But the nature of his business–and his family’s pioneer role in it–have prompted a series of television and newspaper reporters to knock at his door.

“I’ve had lots of stories,” Ellison said in a recent interview. “You name it–NBC, CBS, ’60 Minutes,’ ‘The Today Show.’ . . . It’s a big pain in the ass.”

The theme of those stories, including a 1987 investigation by The Times, has been that private thrift store operators such as Ellison use charities’ names to collect tax-deductible donations of clothes and household goods, then sell them for large profits, most of which go into the pockets of the operators and not the programs of charities.

*

The Times’ investigation found that private thrift store operators nationwide typically made $1.50 for each $1 the charities got. Ellison, his extended family and the Ellisons’ former employees dominate the private thrift store industry, The Times found.

But in Ray Ellison’s case, the charities generally have not complained about the revenue they receive from the stores he owns or manages for them. They say their share of profits is higher than industry standards. For instance, charity profits reach about $1.45 million a year–about two-thirds of the total profit–at five stores owned by the Disabled American Veterans organization of Colorado and operated by Ellison.

“Ray runs the Cadillac of the thrift store management,” said Fred Friedrich, president of the DAV’s Colorado thrift store committee. “The guy’s good. He’s got a lot of respect out here.”

Ellison’s Ventura-based M & M Management wrote checks totaling $7 million to veterans’ groups last year, including $4 million in profit from the 28 stores, he said. He won’t say how much his company earned, but he has prospered.

Ellison and his family valued M & M at $5 million in 1985, according to public records. His two sons, Matthew and Mark, and the husbands of his two daughters all work in the family business, Ellison said.

Ellison’s 142-acre ranch just north of Ventura is for sale for $3 million. He has a condominium in Colorado, where he spends summers and holidays. His family owns most of the 28 stores they operate. He’s a real estate developer in Texas, where he recently sold 40 acres to Wal-Mart, and in Washington state, where he’s building a 180-house subdivision and shopping center.

Ellison’s prosperity is surely greater than he could have imagined as a Depression-era son of a Salvation Army officer. As a boy, he said he struggled in school because of frequent family moves along the West Coast, and dropped out in ninth grade.

*

But he began to learn the skills that would make him rich. He remembers watching his parents directing teams of men sorting salvaged goods for the Salvation Army.

Family lore credits his mother, Stella, with coining the term “thrift shop” as the Ellisons helped the Salvation Army transform its bulk salvage operation into a retail one in the 1930s.

Eventually Ellison’s father, Orlo, and four uncles all entered the private thrift store business. But it was young Ray and one uncle who Ellison said started the first private thrift store 46 years ago in Santa Ana with $3,500.

By 1965, Ellison, who lived in Ventura briefly in 1947, had returned to the city with his wife, Sue, a Westmont College graduate, to raise his two sons and two daughters, Ellison said.

Since then, Ellison has left a legacy of hard work and hard feelings.

Even in semi-retirement, the Montana-born Ellison said it is not uncommon for him to arrive at M & M’s national accounting office on Main Street in Ventura by 4 a.m.

“Get your buns out of bed, get your work done before the traffic gets too heavy, then go home and enjoy your family,” Ellison once wrote.

In a recent written statement, Ellison described his children and their spouses, all Ventura residents, as loving and hard working. “Neither they, or my wife and I attend social functions, bridge parties, or have our names associated in any way with playing Santa Claus. Our lives focus around our families, church, friends and business,” he wrote.

Despite such tendencies, Ellison has become well known, first as the Ventura Keys homeowner who led a successful seven-year legal battle against the Ventura Port District to force dredging at the mouth of Ventura Harbor.

The 1968 case cost Ellison $50,000 in fees, but is now cited in law school textbooks as an example of a citizen forcing government to keep its word, he said. More recently, he lost two lawsuits that challenged Ventura County’s General Plan and rezoning policies because of changes he claimed lowered the value of his ranch.

“I have no use for people who lie or abuse their authority to rule over me,” he said in a written explanation of the lawsuits. “I give due respect to every type of authority until that body proves unworthy.”

*

Ellison’s dramatic public entry into Ventura politics came in 1984, when he warned the Ventura City Council not to appoint attorney Dennis Orrock mayor, then attacked Orrock so tenaciously that the new mayor asked the council to appoint an ethics committee to investigate the charges.

On one large sign he placed near a freeway on-ramp, Ellison wrote: “For sale cheap, slightly used mayor. Outstanding qualifications. Unethical. Deceitful. Lies Frequently.”

“I still have the sign,” Ellison said with a laugh.

Ellison claimed Orrock, who years before had represented Ellison and other investors in an ill-fated business deal, knew or should have known that the deal’s promoter had failed elsewhere with similar proposals.

Orrock denied the accusation. And after hours of testimony, all carried on local cable television at Ellison’s expense, the ethics committee cleared Orrock of any wrongdoing.

“That was the first time it got nasty,” remembered John McWherter, a councilman for 18 years ending in 1991. “That was the first time that a personal vendetta had come into City Council politics.”

Orrock said he has not seen or spoken with Ellison since. And despite the “hurtful memories,” he even jokes about the experience.

“In 1984, he elevated me to one of 10 movers and shakers in the area, because I was on the front page of the newspaper for 23 days,” Orrock said. “I don’t know what motivates Mr. Ellison. The guy is kind of an enigma.”

Ellison said his motive was that Orrock was not fit to be mayor. The hearings were a whitewash, Ellison said, but that was OK because Orrock did not seek another council term.

“It was my intention that he never run again for anything,” Ellison said. “I didn’t care about the (lost investment). The money didn’t mean squat. I cared about who would represent the city.”

In 1985, Ellison took on Pati Longo. The councilwoman–whose politics were conservative and pro-business like Orrock’s and Ellison’s–had defended Orrock in his squabble with Ellison.

*

Ellison bought a series of newspaper ads attacking her as a phony who had lied to the grand jury. He cited her admissions that she had been evasive when asked if she’d discussed the closed-door proceedings with others.

“I figured the public had a right to know, because she would have been mayor,” Ellison said.

Longo, who lost her bid for reelection, said she thinks Ellison’s reason for challenging both her and Orrock, and in opposing Villeneuve in 1991 and Collart last year, was to improve Monahan’s chances of being mayor.

“Ray Ellison’s motivation was that Jim Monahan had always been his resident politician,” Longo said. So when Monahan had a chance at the mayoralty, Ellison attacked the favorite, she said.

Villeneuve said he also sees a connection between Ellison’s attacks and Monahan’s political fortunes and agenda.

“His interest in politics is in the form of personal vendetta for somebody he disagrees with in ideology or most often in a very personal sense,” Villeneuve said. “He attempts to parallel his protege, Jim Monahan. I’ve had to sit and listen to Jim Monahan extolling the virtues of Ray Ellison. It’s almost hero worship.”

Both Monahan and Ellison said they are friends who generally see eye-to-eye politically. Ellison will occasionally check with Monahan on issues, they said. Ellison said he doesn’t follow politics closely and will ask Monahan about his reelection plans and the voting records of other council members. But he said he doesn’t ask Monahan’s advice.

“I know that Jim can fill me in if I’m wrong on how somebody has voted,” Ellison said. “I don’t even take the (local) newspaper. I don’t go to council meetings any more. I haven’t for many years. I can get behind on my facts. So I call Jim, or somebody else, but normally Jim.”

Monahan said he has never recommended who Ellison should oppose or support in an election.

“Believe me, he knows how to make up his own mind,” the councilman said. “Ray’s the kind of guy who’s a loner. He does everything on his own.”

*

Monahan said Ellison has helped Ventura politics by bringing information to voters, but he said he didn’t care for the recent fish ads, and thought the Orrock hearings were an unnecessary “dog-and-pony show. That was a sad day for everybody.”

If Ellison opposed Orrock and Longo for perceived ethical shortcomings, he said he opposed Villeneuve two years ago and Collart, Tuttle and environmentalist challenger Steve Bennett this year because he did not agree with their politics.

“They’re discouraging almost carte blanche what needs to be done to rejuvenate the city. What it amounts to is no growth,” he said. “They don’t allow anything that will generate money. They spend hundreds of thousands of dollars on stupid studies.”

That was as detailed as Ellison got in critiques of his political opponents during two recent interviews. He had trouble remembering what he had written about them in campaign ads. At one point, he read his Villeneuve ad to refresh his memory about the councilman’s principal flaws.

“Let’s see what I had to say here,” he said. “Well, yeah, I did look up his votes. I ought to keep this crap (advertisements). . . . I don’t remember them. I just make them up and forget about them.”

In the Villeneuve ads–as with his fish ads–Ellison stated his pro-business philosophy and lashed his “liberal” opponents. He said his colorful headlines were only a way to grab voters so they will read his full message.

“You have to get people’s attention,” he said.

He does that. For example, in a Villeneuve ad segment titled “To Wee or Not to Wee,” Ellison repeated a second-hand comment Villeneuve allegedly made at a City Hall urinal during a break in a hearing about dredging the Ventura Keys.

Villeneuve and former Mayor Richard Francis, who had battled Monahan before leaving the council in 1991, said they responded with their own negative campaign this fall.

*

Some of their “Anyone but Monahan” ads were more personal and biting than Ellison’s fish ads, especially a radio spot late in the campaign.

“I knew his ads were coming,” said Francis, a Ventura attorney. “I didn’t want to start slinging mud, but if mud is going to get slung and you’re going to get dirty anyway, you may as well get into the fray.”

Monahan doesn’t accept that explanation. “Richard Francis took a personal attack on me that was far worse than Ray’s comments about these other three,” he said.

Nor does Monahan think it’s fair that Ellison is seen as “the special interest in the black hat,” while Patagonia, an environmentalist clothing company that spent about $15,000 in the last campaign, “is seen as the special interest in the white hat.”

Patagonia owner Yvon Chouinard “doesn’t give a damn about anybody else’s business but his own,” Monahan said. “Ray Ellison cares about everybody’s business, and he’s willing to stick his neck out for it.”

Patagonia spokesman Paul Tebbel said the big difference between the two is that Patagonia endorses candidates positively, while Ellison attacks them personally.

“He’s strongly within his rights to do that,” Tebbel said, “I just hate to see Ventura politics reduced to who can put out the strongest negative ad.”

Ellison did also buy some endorsement ads last fall, backing Measures, Monahan and Clark Owens.

Whether Ellison has had much impact on election results is an open question. Longo, Villeneuve and Collart, who all lost their races after Ellison’s criticisms, think he has. Tuttle, who placed only fourth last fall, does too.

Others, including McWherter and Monahan, said that Longo, Villeneuve and Collart were vulnerable anyway.

As for himself, Ellison thinks his types of ads work. “I think it’s very effective,” he said.

Ellison said he recognizes the personal pain his ads may cause. Public criticism following news stories about his thrift stores has hurt his family too, he said.

“I feel sorry about that,” he said. “They all have kids. Just like our kids went to school and had to put up with having negative things said about their dad. It’s hard on them. But they become accustomed to it over a period of time. . . . It goes with the territory.”

Yet Ellison felt compelled to write a letter of explanation to Collart shortly after the councilman lost in November.

“I imagine you consider me a callous and insensitive disgrace to society,” Ellison wrote.

He said he respected Collart and considered him truthful. “I wish you well, apologize if you took personal offense to my methods, and thank you for your service,” he wrote.

But within the same letter may be an indication of things to come during the campaign of 1995.

While praising Collart for being true to campaign promises, Ellison chastised those “who forgot . . . what they were elected to do.” He pointedly mentioned Mayor Tom Buford and former Mayor Greg Carson as examples of two who have “breached their stated positions.”

*

Carson and Buford, both originally backed by the business community, have been criticized by some businessmen for votes over the last two years. And Ellison referred to Carson in his fish ads as a weak conservative enticed by liberals with the promise of the mayor’s job.

Nursery owner Carson, who describes himself as a moderate and insists he’s broken no promises, said he first felt Ellison’s sting after council members chose him mayor two years ago.

Ellison immediately telephoned Carson to tell him he had considered him “a nice young man,” but now believed he was a jerk, Carson said. “He was upset because Jim Monahan didn’t become mayor.”

Carson said he considers Ellison’s ads detrimental to Ventura politics, and he said the specter of Ellison would not deter him in 1995.

“Somebody like Ray Ellison doesn’t scare me,” Carson said. “If anything, people like Ray Ellison would be a reason I would run.”

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