“After decades of flights supporting the Air Force in various roles, the NT-43A Radar Test Bed is being transitioned to start the next phase of its career,” an Air Force spokesperson has told TWZ. “Beginning with data collection during the upcoming launch of Artemis II, the NT-43A Radar Test Bed will continue its legacy of excellence in supporting some of our nation’s most important and technologically advanced capabilities.”
The video below shows RAT55 making a very rare public appearance at Rick Husband International Airport in Amarillo, Texas, last year.
When asked, the Air Force spokesperson said they could not provide any additional information about how this unique aircraft might be utilized in the future. TWZ has also reached out to NASA to ask whether it has any further plans for this jet.
To be clear, getting a statement about RAT55 like the one above is already highly unusual. The aircraft is often referred to as the most secretive Boeing 737 in the world. It is understood to be based at the Tonopah Test Range Airport (TTR) in Nevada, a remote and highly secure facility long used to conceal shadowy aircraft programs. When the NT-43A has been seen, it has usually been from afar, as it has flown around the U.S. military’s flight testing hubs at Area 51, also in Nevada, and Edwards Air Force Base in neighboring California. The jet has only very rarely appeared anywhere else.
A RAT55 patch. Ebay.com
Still, it has become instantly recognizable from its heavily modified nose and huge radome protruding from the rear of the fuselage behind the tail. RAT55 is festooned with other bits and bumps to support its primary mission of signature measurement in support of stealthy aircraft programs. The two huge radar arrays at the front and back of the aircraft allow it to precisely measure the radar signatures of stealthy aircraft flying nearby. This information is used to validate low-observable (stealthy) coatings and other design elements. Electro-optical and infrared sensors are also fitted above the two main radomes. Being able to collect signature data mid-air offers advantages over doing so on the ground, since the subject can be continually observed from all angles, including overhead. You can read more about what is known of the NT-43A’s capabilities and role here.
A picture of RAT55 taken at Edwards Air Force Base in 2014. Phodocu
TWZhas been talking for years about the prospect that RAT55, which is now more than five decades old, could just be getting closer to being retired entirely. The jet is a heavily modified conversion of a T-43A trainer aircraft, which is itself a militarized version of the Boeing 737-200 airliner. The Air Force retired the last of its standard T-43As in 2010. Usage of first-generation 737s in any configuration is dwindling globally, and the remaining examples will only become ever-more challenging to support.
The last T-43A seen at the time of the type’s retirement in 2010. USAF
With all this in mind, TWZ has also been watching closely for a replacement for RAT55 to appear. However, to date, no explicit successor to the NT-43A has definitely emerged.
In the meantime, NT-43A could now end up being a key aircraft for support space launches and recoveries. It could also perform other testing and development duties unrelated to space launches and low-observable capabilities. If it becomes available to more customers, its unique services could be in high demand, especially with a new stealth boom on the horizon with new fleets of Collaborative Combat Aircraft drones.
If RAT55 does now come more into the light after decades of largely being a ‘ghost’ within the U.S. military flight test community, we may start to learn more about the aircraft, in general, as well as what the future holds for it and any potential successors.
An Air Canada plane was involved in a collision late Sunday at new York City’s LaGuardia Airport. Photo by Graham Hughes/EPA
March 23 (UPI) — An Air Canada regional jet with nearly 80 people onboard collided with a fire truck at LaGuardia Airport, prompting federal officials to halt air traffic to and from the airport.
The FAA ordered the ground stop at 12:04 a.m. EDT, according to a statement from its Air Traffic Control System Command Center. The agency later said the airport would be closed until 2 p.m.
The plane struck the Port Authority Aircraft Rescue and Firefighting vehicle on Runway 4 late Sunday as it was responding to a separate, unknown incident, the Port Authority of New York and New Jersey, which operates LaGuardia, told UPI in a statement.
The National Transportation Safety Board said in a statement the involved vehicle was a fire truck and that it had deployed a team expected to arrive at LaGuardia later Monday to begin its investigation.
The extent of the collision and whether there were any casualties was unclear early Monday.
The Port Authority said the airport was closed to facilitate the response and allow for an investigation. Emergency response protocols were activated and its police force was at the scene working with airline and federal authorities, the agency said.
The New York Fire Department confirmed to UPI that it had responded to an incident.
Air Canada confirmed to UPI that it was aware of the crash involving Air Canada Express Flight 8646 from Montreal, Canada, to New York City.
The flight was operated by Jazz Aviation, which said in a statement that the incident occurred at 11:47 p.m. EST Sunday. The plane was carrying 72 passengers and four crew, the Halifax-based airline said.
All streets and highway exits to the airport have been closed until further notice, according to the New York Police Department.
New York City’s official Emergency Notification System has issued an alert warning residents to expect “cancellations, road closures, traffic delays and emergency personnel near LaGuardia Airport.”
Flight 8646, a CRJ900 regional jet, had departed from Montreal at about 10:35 p.m. EST, according to flight-tracking website Flightradar24.
LaGuardia shut down after Air Canada Express plane hits ground vehicle upon landing from Montreal.
Published On 23 Mar 202623 Mar 2026
An Air Canada Express regional jet coming from Montreal struck a ground vehicle on Sunday evening while landing at New York’s LaGuardia Airport, leading to the airport’s closure.
The New York Fire Department in a statement said on Sunday that it was responding to a reported incident involving a plane and a vehicle on the runway at LaGuardia airport, but did not provide further details.
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The CRJ-900 plane struck the vehicle at a speed of about 24 miles per hour (39 kph), flight tracking website Flightradar24 said. The jet was operated by Jazz Aviation, Air Canada’s regional partner.
The Federal Aviation Administration issued a ground stop for all departures to LaGuardia due to the aircraft emergency, with the airport closure in effect until 0530GMT. The probability of an extension was listed as high.
The FAA notice showed that the reason for the halt at the airport was an emergency and there was a high probability of an extension, without specifying any details.
Unverified footage on social media showed damage to the nose of the plane, as it tilted upward. Reuters could not immediately verify the footage.
LaGuardia’s website showed arriving planes had been diverted to other airports or returned to their point of origin.
In a separate notice to airmen, the FAA said that the airport could be shut until 1800 GMT.
Weekly insights and analysis on the latest developments in military technology, strategy, and foreign policy.
The latest addition to the Japan Air Self-Defense Force (JASDF) is, without question, one of the ugliest military aircraft to grace an apron today. With its enormous, bulged nose and other awkward protuberances, the Kawasaki EC-2 is, nevertheless, an important addition to the JASDF at a time when it faces increasing challenges from various sophisticated threats. The aircraft, which has generated much interest, took to the air for the first time today at Gifu Air Base, in the prefecture of the same name.
Derived from Japan’s indigenous C-2 twin-jet transport, the EC-2 is a standoff electronic warfare aircraft, the development of which began in 2021. Its primary role is to interfere with an opponent’s operations on the electromagnetic spectrum, from outside the range of air defense threats.
Specifically, the EC-2 is based on serial 68-1203, which was the third C-2 transport completed, before being modified for its specialist role.
As for the C-2, this military airlifter sits somewhere between a C-17 and a C-130 in terms of size and capabilities. In fact, it is probably closest in most regards to the four-turboprop Airbus A400M, but is powered by a pair of General Electric CF6 high-bypass turbofans — similar to those on many 747s and 767s, for instance.
A standard Japan Air Self-Defense Force C-2 transport aircraft. Australian Department of Defense SGT Pete Gammie
Returning to the EC-2, this aircraft is the successor to the JASDF’s one-off and now-retired Kawasaki EC-1, which was converted from an existing C-1 transport airframe and was for many years operated by the Electronic Warfare Operations Group (Denshi Sakusengun) at Iruma Air Base, in Japan’s Saitama prefecture.
A series of photos shows the now-retired Kawasaki EC-1:
Gifu is home to the JASDF’s Aviation Development and Testing Group, which will put the EC-2 through its paces before it is approved for operational service.
Before its first flight, the EC-2 became a peculiar object of interest for spotters and locals alike, with photographers taking numerous shots of the aircraft as it underwent taxi trials at Gifu.
Prior to that, the EC-2’s appearance had only been publicly known thanks to a rendering released by the Japan Ministry of Defense.
Schematic rendering of the EC-2. Japan Ministry of Defense
Back in 2022, a spokesperson from the Japan Ministry of Defense’s Acquisition, Technology & Logistics Agency (ATLA) told Janes that the C-2 was selected as the platform due to its ability to carry a significant amount of equipment to enable it to conduct “effective jamming” from outside of the opponent’s threat envelope.
“[The] C-2 transport aircraft has been selected as the base platform after considering such factors as its flight performance, maximum payload, and cost,” the ATLA spokesperson said at the time.
“By choosing the C-2 as the base platform, we make use of the existing infrastructure of the C-2 and thus effectively and efficiently operate the new C-2-based standoff EW aircraft,” the spokesperson added.
Compared to the C-1, the C-2 has a significantly higher payload capacity. The new transport can carry a payload of nearly 80,000 pounds for a maximum takeoff weight of 310,000 pounds, as opposed to a payload of around 26,000 pounds and a maximum takeoff weight of 100,000 pounds for the older C-1. You can look at a very direct visual comparison of the C-1 and the C-2 here.
A Japan Air Self-Defense Force C-1 transport aircraft in 2017. The last examples of these aircraft were retired in March 2025. KAZUHIRO NOGI/AFP via Getty Images AFP Contributor
Reportedly, however, at least some of the equipment previously used in the EC-1 — including the J/ALQ-5 electronic countermeasures system — has been ported over to the new EC-2.
Like its predecessor, the EC-2 has a huge bulbous nose, but it also adds two large, bulged fairings in tandem on the top of the fuselage. Meanwhile, there are two other prominent fairings mounted on either side of the rear fuselage.
Very few details of other specific equipment have been released, but imagery of the aircraft confirms that missile approach warning sensors (MAWS) are installed around the fuselage as part of its self-defense suite.
In an operational context, the EC-2 would use its powerful jamming systems to disrupt enemy sensors — especially those belonging to air defense systems and communications — on the ground and in the air, from a long distance.
The details that have been released relating to the EC-2 refer to program costs. Namely, the FY2025 Budget Request notes that around $260 million was allocated to the development of the aircraft. This is part of a total of around $3.2 billion that is being spent to upgrade intelligence collection and analysis capabilities.
Reflecting the increased emphasis on electromagnetic spectrum operations, Japan plans to buy four EC-2s, compared to having just one EC-1 in the past.
The EC-2 is the second specialized variant of the C-2, after the RC-2 signals intelligence (SIGINT) platform, first flown in 2018 and now active with the Electronic Warfare Operations Group. This aircraft was converted from the second C-2, serial 18-1202, and was officially handed over to the JASDF in 2020.
The RC-2 also has fairings on top and on the sides of the fuselage, and atop the tail. The nose radome is enlarged, and there is an extensive under-fuselage antenna ‘farm.’
According to statements from the Japan Ministry of Defense, it seems the EC-2 and RC-2 will likely work in concert. Specifically, the RC-2 is part of a wider effort to “improve capabilities to gather electromagnetic information necessary for electronic jamming and electronic protection.” This suggests that the RC-2 will conduct regular peacetime missions to gather data on locations and types of threat emitters, as part of generating an electronic order of battle, with this information then being used to ensure the EC-2 is able to target specific emitters.
As part of its fiscal 2023 budget, the Japan Ministry of Defense received a little over $25 million to explore the missile-toting C-2 concept, with a plan to continue technical research until fiscal 2024. If judged successful, full-scale development would then follow. The current status of that effort is unclear.
One factor that has stood in the way of additional procurement is the very high cost of the C-2, with around $2.3 billion plowed into the development effort and each airframe priced at approximately $176 million, as of 2017. This means Japan has been buying these aircraft at a slow rate, with the aim of fielding a frontline fleet of 16. The high cost has also contributed to a failure to win any export orders, which, if secured, would have helped to bring down the price.
The EC-2 seen on its first flight earlier today, accompanied by a Mitsubishi F-2B chase plane:
However, there is clearly a need for the EC-2, and it seems likely that the program will yield further examples of the standoff jammer.
In the past, Japanese defense officials have described the regional environment as “severe” and increasingly complex.
After all, Japan faces an increasingly challenging security environment, with the key threats provided by Chinese, North Korean, and Russian military activity. China has intensified its air and naval operations in the East China Sea and the wider Western Pacific, including deploying aircraft carriers and conducting frequent patrols near Japan’s southwestern islands. North Korea continues to test ballistic missiles capable of reaching Japan, while Russian aviation activity around Japanese airspace has also increased, including joint patrols with the Chinese military.
Outside of Japan, this type of platform is of growing interest, with a number of significant active procurement programs. In the past, we have looked in detail at the U.S. Air Force’s EA-37B Compass Call, as well as its derivative for Australia, the MC-55A Peregrine.
The second MC-55A Peregrine for the Royal Australian Air Force arrived at RAAF Base Edinburgh, South Australia, last week. Dsperandio dean sperandio
While its bizarre appearance might be the most obvious feature of Japan’s new EC-2, this ungainly machine will play an important role in the modernization of the Japan Air Self-Defense Force, as it increasingly looks at how to dominate the electromagnetic domain.
Tourism consultant David Evans has warned that the cost of flying is likely to rise sharply
Expert David Evans warned that the cost of flying could soon surge
A travel expert has advised folks to snap up flights now in anticipation of a predicted ‘surge’ in airfare costs. Tourism consultant David Evans revealed that aviation fuel prices have rocketed by 70 per cent in the wake of the US-Israeli strikes on Iran.
Speaking on BBC Radio 5 Live, he suggested that this could soon make flying considerably pricier. This situation is likely to be compounded by the financial strain many airlines are under due to the cancellation of numerous flights amid the unrest in the Middle East.
When asked by host Rachel Burden whether people should book now before flight prices soar, Mr Evans responded: “If you can get a flight that you feel is offering you a really good value-for-money price and it is via somewhere like Singapore (then yes).
“It’s also worth bearing in mind that, once all this blows over, which hopefully won’t be too far off, the Middle Eastern airlines will undoubtedly be introducing some attractive fares into the market to try and recoup the demand they’ve lost over the past few weeks.
“According to the data we’ve seen, the cost of jet fuel has risen by about 70 per cent. Fuel accounts for roughly a quarter of an airline’s operating cost, so the maths are pretty straightforward – if the fuel price is climbing that much, it won’t be long before air fares start to rise. If this carries on for many more weeks, travelling is likely to become more expensive.”
Mr Evans’ remarks follow revelations that holiday-goers are eschewing Easter trips to traditionally favoured destinations such as Cyprus, Turkey, and Dubai, opting instead for western locations like Spain, Italy, and Portugal, as well as the Caribbean and Mauritius. According to Thomas Cook, bookings to Portugal saw a 42 per cent surge in the fortnight leading up to 13 March.
British Airways has axed some Middle East flight routes until June due to ‘airspace instability’, whilst the UAE and Dubai have been compelled to repeatedly shut down both airports and airspace following retaliatory Iranian strikes. Iraqi officials reported that Iranian strikes over the country on Monday (March 16) were the most intense they had seen throughout the entire war.
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“I think the announcement from BA is probably good news in that it gives those people who would otherwise have been in complete limbo thinking, ‘crikey, is this situation going to improve or not over the next few months’ – now they know their flight is cancelled, they can either rebook on a different route or they can get a refund and use the money to either holiday domestically or to go to a different destination, so at least it provides certainty,” Mr Evans added.
“I guess we could say that the 2020s have been a bingo card of doom and this is the square for 2026, but it is also worth saying that the tourism industry and indeed tourists are incredibly resilient.
“Yes, clearly many people are being disrupted if they had either to or from the UK to or via the Middle East, but there are lots of other destinations that are still open for business and lots of other visitors able to get to the UK very easily.”
March 13 (UPI) — The U.S. military confirmed Friday that four of six crew members of a refueling jet on combat operations in the Iran war were killed when it went down over western Iraq in an incident with another U.S. military aircraft.
A rescue operation mounted following the crash on Thursday night was ongoing. The second aircraft landed safely following the incident, which involved neither enemy or friendly fire, U.S. Central Command said in a news release.
“The circumstances of the incident are under investigation. The incident occurred in friendly airspace during Operation Epic Fury, and rescue efforts are ongoing. More information will be made available as the situation develops,” CENTCOM said
The identities of the service members were being withheld until 24 hours after their next of kin had been notified, it added.
CBS News said that the second aircraft, also a Boeing Stratotanker, declared an emergency before landing in Tel Aviv.
The BBC reported that there were six crew on board — a pilot, co-pilot, a boom operator responsible for operating the refueling arm and three others.
An Iraqi intelligence source told CBS the aircraft crashed on the border with Jordan, near the town of Turaibil.
The Iranian military claimed responsibility, saying that an allied militia group in Iraq had downed the aircraft with a missile.
Thursday’s crash came 10 days after three U.S. F-15E Strike Eagles crashed in Kuwait in a friendly-fire incident in which Kuwaiti air defenses “mistakenly shot down” the fighter jets. All six aircrew were rescued after safely ejecting.
The U.S. military’s Stratotanker fleet is a critical asset in its in-flight refueling capability, enabling aircraft to remain airborne for extended periods during missions without having to land to take on more fuel.
The crash in Iraq brings to 11 the number of U.S. military personnel killed since the United States and Israel launched their airborne offensive against Iran on Feb. 28.
Iranians attend a funeral for a person killed in recent U.S.-Israel airstrikes at Behesht-e Zahra cemetery on the southern outskirts of Tehran in Iran on March 9, 2026. Photo by Hossein Esmaeili/UPI | License Photo
An airline captain with 35 years of experience shares his strategy for managing jet lag on long-haul flights cutting recovery time from days to just hours
Regular travellers will know the misery of jet lag(Image: TommasoT via Getty Images)
During the late 1970s, a new range of travel options opened for holidaymakers as transatlantic journeys became much more affordable. Yet whilst the monetary cost of long-haul travel has steadily declined, the toll it takes on the body has remained unchanged.
Jet lag stems from several contributing elements, including the oxygen-poor cabin environment on aeroplanes, but the primary culprit is an abrupt shift between time zones. The body’s internal clock cannot adapt swiftly enough, and it’s typical for long-distance passengers to experience sleep disturbances alongside digestive problems.
Flying eastwards can trigger particularly brutal jet lag, with over-60s generally suffering more severely than their younger counterparts. Veteran travellers often swear by solutions like melatonin or strong coffee, but naturally the best source of wisdom on combating jet lag comes from airline personnel themselves.
Alfonso de Bertodano, an airline captain with 35 years of experience, has a straightforward and proven strategy: “To avoid jet lag, if I’m going to be in a place for two or three days, I try to meet up with people who are eating lunch or dinner at their usual time. Otherwise, it will take you six days to get over it”.
Speaking to Mundo Deportivo, Alfonso continued: “The reality is that I try to change my schedule as little as possible. I arrive at my destination at 8pm, which is 2am in Spain, and I go straight to bed. I don’t go out for dinner, I don’t go out for a drink.”
Alfonso, an airline pilot who needs to be alert and refreshed for his job, shared: “I set myself a countdown of seven or eight hours and get up at whatever time it is, regardless of what time it is in that country.
“That way, I maintain my Spanish schedule. Because jet lag isn’t just about sleep. It’s about muscle tone, it’s about the digestive tract… It’s not the same to feed your body at 3 in the morning as it is to feed it at 10 or 11 at night.”
He emphasised that mingling with locals and adapting to their routine as swiftly as possible is the secret to overcoming jet lag. “The ideal thing is to be with people who are having breakfast, lunch or dinner at their usual time, and you’re with them maintaining neural activity, brain activity and muscle tone activity,” advised the pilot.
Alfonso further added: “You’ll adjust much more quickly than if you do it on your own. And when you return, it’s exactly the same. That’s why when you arrive, you might sleep for a little whilst, but I immediately set my alarm clock to wake myself up and get on with my daily life,” explained the aircraft commander.
“It’s tiring, but you get your body used to performing like that. In the end, you have to control your body because if you let your body control you, you’ll end up curing your jet lag, or getting over your jet lag, in six days instead of 24 or 48 hours.”
