jets

South Korea will further boost its airborne electronic warfare capabilities, buying another two platforms based on the Bombardier Global 6500 bizjet. These will eventually complement the four Global 6500-based airborne early warning and control (AEW&C) aircraft that Seoul has already ordered, and which you can read about here.

Canada’s Bombardier Defense announced today that its Global 6500 had been selected for a second South Korean special mission aircraft program. The aircraft have been acquired by Korean Air, which will modify them for the electronic warfare role. Specifically, these will be standoff jammer (SOJ) aircraft, intended to disrupt enemy electromagnetic signals from a safe distance.

“The Global 6500 aircraft is in demand around the world because of its performance and versatility, and we’re extremely proud that it was chosen for two very advanced, yet different defense missions in South Korea,” said Michael Anckner, vice-president of worldwide sales at Bombardier Defense. “This aircraft is trusted because of its proven military track record, yet it remains highly adaptable as defense needs evolve.”

The Global 6000 series is already a popular choice for military special missions adaptations. Outside of South Korea, prominent examples include the Saab GlobalEye AEW&C aircraft, as well as the German Luftwaffe’s PEGASUS signals intelligence (SIGINT) aircraft. Meanwhile, the U.S. Air Force opted for a Global 6000-based solution for its E-11A Battlefield Airborne Communications Node (BACN) program, and the U.S. Army ordered a Global 6500-based solution for its ME-11B High Accuracy Detection and Exploitation System (HADES), which will be the service’s next-generation intelligence-gathering aircraft. 

All these applications are aided by the Global’s relatively high-altitude flight profile, which provides a significant standoff capability, increasing line of sight for the sensors, and helping keep the jet and its onboard operators further away from enemy air defense systems. In general, bizjet platforms are also becoming increasingly cost-effective, helped by steady improvements in jet engine technology.

Both Korea Aerospace Industries (KAI) and Korean Air had presented offerings for the SOJ to the Defense Acquisition Program Administration (DAPA), which serves as the central administrative agency of the South Korean Ministry of National Defense.

DAPA had approved the plan for the development of the so-called Block I Electronic Warfare System Development Project in April 2025, with around $1.2 billion earmarked for the program by 2034.

As of September last year, KAI was teamed with Hanwha Systems and was pitching a design based on the Global 6500 airframe. Meanwhile, Korean Air was partnered with LIG Nex1 and, according to some reports, was proposing a platform based on the Gulfstream G550. Other reports suggested that both teams favored the Bombardier bizjet, which provides commonality with the new South Korean AEW&C aircraft.

KAI had argued that it was the best fit for the requirement based on its previous involvement in the Peace Eye program, which provided South Korea with a version of the E-7A Wedgetail AEW&C aircraft, as well as the forthcoming Baekdu II intelligence, surveillance, and reconnaissance (ISR) platform. KAI is also an established airframer, building the T-50/TA-50/FA-50 series as well as the KF-21 fighter and various helicopters.

Meanwhile, Korean Air is involved in heavy aircraft maintenance, military aircraft upgrades, and the development of drones, while LIG Nex1 developed advanced electronic warfare systems for the KF-21, as well as for warships, submarines, and reconnaissance aircraft.

From relatively early on, there had been indications that the Korean Air bid was favored. Reports in the South Korean media said that the proposal “scored higher” in the bid evaluation process by DAPA, which had been “evaluating each company’s electronic warfare equipment technology and airframe integration capability, among other factors.” 

In the past, DAPA had said that the Republic of Korea Air Force (ROKAF) required four aircraft capable of “paralyzing enemy air-defense networks and wireless command and communication systems in times of crisis.” While Bombardier has said it is providing two Global 6500s for the program, it remains possible that more might be added. We have approached the company for clarification.

South Korea becomes the latest nation to invest in an SOJ platform, reflecting the growing interest in these capabilities, especially as higher-end and longer-range air defense systems proliferate.

The U.S. Air Force has introduced the EA-37B Compass Call as a standoff electronic attack platform, while earlier this year we looked in detail at Turkey’s HAVA SOJ, based on the Global 6000 airframe and intended to undertake a similar kind of mission.

Typically, SOJ platforms are intended to support air operations by suppressing enemy air defense radars, disrupting command-and-control networks, and interfering with communications through long-range deception and noise jamming, all while remaining outside hostile airspace. By degrading an adversary’s sensing and coordination capabilities, they enable friendly aircraft to penetrate defended airspace through safer access corridors. In modern warfare, the effective use of SOJ platforms has become a critical capability, serving as a force multiplier and delivering significant asymmetric operational advantages.

In addition to jamming systems, the SOJ aircraft generally also have a surveillance capability, with passive electronic support measures (ESM) equipment, while some might include an onboard radar or other sensors. ESM, which is a passive system, can geolocate threats and communications nodes, and that data can be shared in real time with tactical aircraft and missile units to prosecute strikes.

In its rendering of the aircraft, Korean Air presented a platform with prominent fairings alongside the fuselage sides as well as a canoe-type fairing below the fuselage. The fuselage fairings likely contain conformal antennas, which may well be associated with active electronically scanned array (AESA) technology.

AESAs can be used to send out highly focused beams of electromagnetic energy to jam hostile radars and other radio-frequency sensors and emitters in the air, on land, and at sea. This is a capability we have talked about before in relation to the U.S. Air Force’s EA-37B. Potentially, these same AESA antennas could be used to trigger cyber attacks, a capability you can read more about here.

According to South Korean outlet Chosun, the aircraft should have a jamming range of “at least 200 kilometers [124 miles] to cover the entire Korean peninsula.” Additionally, “high-performance transmit-and-receive antenna technology is required to secure enemy electronic signals while disrupting the enemy by emitting powerful radio waves.”

While designed to work from outside hostile airspace, there have been increasing questions about the ability of specialized aircraft like these to survive against more capable air defenses, with the threat of long-range anti-air missile systems only set to grow. However, this kind of platform makes unique sense for South Korea, which has a very specific threat to counter: North Korean air defenses are becoming more capable, and hardened borders mean the geographic area that the new SOJ is expected to cover is clearly established. Criticism of aircraft survivability and range is less of an issue in this case.

At the same time, although South Korea has long relied heavily on the United States for defense, Seoul has increasingly emphasized greater strategic autonomy. This includes developing sovereign electronic warfare and AEW&C capabilities, reducing its reliance on U.S. military assets and American-provided equipment for these critical missions.

As well as the new SOJ and AEW&C platforms, the ROKAF is also set to receive four Baekdu II ISR aircraft. KAI is developing these in partnership with LIG Nex1 under a $675-million contract, with the mission equipment to be installed on the Dassault Falcon 2000LXS bizjet airframe.

The contract is due to be completed by the end of 2026, and the new ISR jets will replace the four Hawker 800XP Peace Pioneer signals intelligence (SIGINT) aircraft that first entered service with the ROKAF in 2001. These are known locally as the RC-800B Baekdu and are operated alongside a similar number of RC-800G Geumgang imagery intelligence (IMINT) aircraft provided under the Peace Krypton program.

Photos show the RC-800B Baekdu SIGINT aircraft:

A photo shows the RC-800G Geumgang IMINT aircraft:

Meanwhile, the ROKAF also operates two modified Dassault Falcon 2000S bizjets in a SIGINT role. These RC-2000s were also procured under the Baekdu project between 2011 and 2018 and incorporate a greater proportion of Korean-built electronics than the RC-800Bs. These aircraft are also specially equipped to detect North Korean missile launches.

A photo shows the RC-2000 SIGINT aircraft:

Then there is the AEW&C fleet, currently comprising four Boeing E-737s, and set to be bolstered by four new aircraft based on the Global 6500 airframe, valued at roughly $2.2 billion. As we have discussed in the past, these will be outfitted by L3Harris and will include the EL/W-2085 AESA radar from Israel’s Elta. This series of radars is already used in AEW&C aircraft operated by Israel, Italy, and Singapore. The new radar planes are due to be introduced by 2032.

Returning to the new SOJ aircraft, the fact that North Korea possesses dense, layered air defenses concentrated near the Demilitarized Zone (DMZ) makes an electronic attack platform like this a key enabler for military operations. This is only becoming more important as North Korean defenses continue to mature.

Beyond enhancing operational effectiveness, the SOJ program strengthens South Korea’s defense industrial base, which is fast becoming a true global player.

Contact the author: thomas@thewarzone.com

The U.S. Army has announced that its future fleet of ME-11B High Accuracy Detection and Exploitation System (HADES) aircraft will be based at Fort Hood in Texas. The service says it will also establish a first-of-its-kind operational drone battalion at this base as part of a larger consolidation of aerial intelligence, surveillance, and reconnaissance (ISR) assets. This all follows the Army’s retirement of the last of its turboprop ISR planes last year.

The Army shared the ME-11B basing plans in the context of the relocation of the 116th Military Intelligence Brigade, headquartered at Fort Gordon in Georgia, to Fort Hood. That process is now underway. The most recent iteration of the 116th has been serving as the Army’s main aerial ISR formation since 2014. Over the past 12 years, the brigade has also overseen units at several other bases across the country, including ones already at Fort Hood.

The Army is currently expecting to take delivery of the first ME-11B prototype before the end of the year. The service is also in the process of acquiring two additional prototypes. The Army plans to buy at least six production examples, but this number could grow in the future. The HADES jets are being converted from Bombardier Global 6500 business jets.

“The move, authorized on March 3, 2026, by then-Chief of Staff of the Army General Randy George, positions the brigade to lead the deployment of the Army’s High Accuracy Detection and Exploitation System (HADES) marking a pivotal step in the modernization of the nation’s global aerial intelligence, reconnaissance, and surveillance (AISR) capabilities,” according to an Army release today. “This relocation consolidates and redesigns the Army’s only fixed-wing AISR brigade to better support multi-domain and large-scale combat operations globally.”

Fort Hood is one of the largest Army facilities anywhere globally. It has its own airstrip, Robert Gray Army Airfield, which is collocated with Killeen Regional Airport. Signs that the ME-11Bs would be based there had already emerged last month with a contracting notice regarding planned work on hangars at this airfield, specifically to accommodate the new jets.

The Army sees HADES as a critical part of a broader paradigm shift in how it will provide aerial ISR support going forward. The ME-11Bs fly higher, faster, and farther, than any of the now-retired turboprop types the Army previously operated. As such, the HADES aircraft will be able to get to and from operating areas faster, and stay on station longer. Compared to their predecessors, the jets’ onboard sensors and datalinks will have better lines of sight from their perches, too. That higher operating ceiling allows the aircraft to use a slant angle to peer deeper into denied areas while still flying in international airspace and further away from potential threats. 

The concepts of operations for HADES, as the Army has described them publicly so far, also envision the planes launching extremely long-range drones. With ranges of around 620 miles (1,000 kilometers) or more, the idea is that the drones will dramatically extend the sensor reach of their launch platforms, and keep them further away from hostile air defenses. The service says the air-launched drone capability will offer a way to provide a penetrating intelligence-gathering capacity able to support future high-end operations without the need for a very stealthy or otherwise extremely costly platform.

“In 70 or 80 years, there would be 0.1% of the time when you wouldn’t be able to fly ISR [intelligence, surveillance, and reconnaissance missions] because you would be afraid of the threat, potentially, or the threat would be too high to fly,” Andrew Evans, Director of Strategy and Transformation with the Office of the Deputy Chief of Staff of the Army, or G-2, explained to TWZ and other outlets at the Army Aviation Association of America’s (AAAA) 2026 Warfighting Summit in April. “That means that 99.9% of the time of a life of the system, it is a useful system for deterrence, for building pattern of life, target development, and so on and so forth. So we’re building a system that can be used for 99.9% of the useful life of the system.”

“There will be nothing in the world that we can’t touch with a combined range of HADES and what we can launch off of this thing,” Evans added. “I don’t think anybody’s safe in the future from a sensing perspective.”

Evans offered additional details about plans for HADES, and hinted at additional advanced capabilities planned for the jets down the line. Each jet will have two hardpoints under each wing for external stores, which could include pods with additional sensors or other systems. You can read more about all of this here.

Significant questions about the Army’s HADES plans do still exist, including when it comes to filling capacity gaps left by the retirement of dozens of turboprop ISR aircraft. As noted, the service currently plans to acquire just six production HADES jets on top of the three prototypes. This is down from the original expected fleet size, which was still just a dozen aircraft.

The Army does envision a future aerial ISR ecosystem that includes other assets, including high-altitude balloons. Those lighter-than-air platforms could take on other missions, as well, and even be able to deploy swarms of uncrewed aerial systems. The service has also been at least been experimenting with high-altitude, extreme-endurance drones. Space-based ISR assets are set to play an ever-more-important role across the U.S. military, too.

The potential for new drone developments brings us back to the Army’s additional plan to stand up what it is currently calling simply the Unmanned Aircraft System (UAS) Battalion at Fort Hood.

“The companies merging to form the UAS Battalion are currently engaged in global operations, and their consolidation will enhance the brigade’s agility, deployability, and lethality,” the Army’s release today says. “The 116th MIB (AI) remains the Army’s sole unit deploying small, tailored forward elements to launch UAS remotely operated from home station, significantly reducing sustainment and mobility costs.”

The 224th Military Intelligence Battalion, currently based at Hunter Army Airfield, which is part of Fort Stewart in Georgia, will at least form the core of the new drone formation.

“Following the divestment of its manned fleet, the 224th Military Intelligence Battalion strategically pivoted to focus entirely on unmanned aerial intelligence. This transition aligns with the U.S. Army’s new force structure, under which the 224th is designated to become the first unmanned aerial system battalion in the Army,” according to the unit’s official website at the time of writing. “This new chapter includes a change of station from Hunter Army Airfield, Georgia, to Fort Hood, Texas, scheduled for completion by 2027. The move will consolidate the entire 116th Military Intelligence Brigade in a single location, enhancing its operational capabilities.”

“The newly formed battalion will consist of a Headquarters and Headquarters Company, two [MQ-1C] Gray Eagle companies, and one processing, exploitation, and dissemination (PED) company,” the 224th’s official page adds. “These strategic initiatives position the 224th at the forefront of the future of Army aerial intelligence.”

However, it is unclear from the details in the Army’s release today whether personnel or assets from other existing units might be part of the “merging” that forms the new UAS Battalion. The formation could grow further in the future. The service says the overall consolidation of the 116th Intelligence Brigade is set to bring 1,228 additional personnel to Fort Hood from Fort Gordon, Fort Stewart, and Fort Bliss (also in Texas), between now and Fiscal Year 2028.

The Army also has other MQ-1C companies assigned to combat aviation brigades at bases across the country. There are additional Gray Eagle units within the service’s elite 160th Special Operations Aviation Regiment, as well.

It should be noted here that the Army’s present leadership has been vocal in its desire to move on from the MQ-1C, a design with its roots in the Global War on Terror. The service has openly questioned the design’s survivability and general relevance in future conflicts. It has also seen pushback from Congress. Gray Eagles have been actively engaged in operations against Iran this year, as have their MQ-9 Reaper cousins.

The U.S. Air Force has also previously sought to retire its MQ-9s after raising questions about their value outside of lower-intensity fights. More recently, the service has described them as star players in the conflict with Iran, despite substantial combat losses. This has all fueled a renewed debate about the Reaper’s future, as you can read more about in detail here. The Air Force has now also partnered with the Defense Innovation Unit (DIU) on a new MQ-9 replacement effort that puts major emphasis on modularity and lower costs.

The Army’s aerial ISR ecosystem is certainly in the midst of a major watershed moment, with HADES being just one part of the future equation. Fort Hood is also now set to be the focal point for those plans as they continue to evolve.

“The key to the future of Aerial ISR is the consolidation at Fort Hood of the mighty 116th!” Army Maj. Gen. Timothy Brown, head of the service’s Intelligence and Security Command (INSCOM), said in a statement per the release today.

Central to that consolidation effort, and the broader future of Army aerial ISR, will be the arrival of new HADES jets at the base in Texas.

Contact the author: joe@twz.com

U.S. Air Force C-17 Globemaster III cargo jets have arrived in Venezuela, packed with personnel and equipment for the ongoing earthquake relief efforts. The aircraft are joining U.S. forces already in the country as well as on the amphibious transport ship USS Fort Lauderdale, the littoral combat ship USS Billings and at American bases around the region.

The flights are part of a growing U.S. military presence being run by U.S. Southern Command (SOUTHCOM) in support of the U.S. State Department. The movements are in response to 7.2- and 7.5-magnitude earthquakes Wednesday night that Venezuelan authorities say devastated much of the northern part of the country and have killed more than 900. 

Utter devastation seen across the Northern Venezuelan coastal city of La Guaira, following tonight’s pair of major earthquakes, measuring 7.2 and 7.5 magnitude with an epicenter just to the west of Caracas. pic.twitter.com/BQv4YixUiB

— OSINTdefender (@sentdefender) June 25, 2026

WATCH: Inside Caracas Simon Bolivar International Airport during a powerful earthquake that struck Venezuela.

The first 7.2-magnitude quake was followed just 39 seconds later by a stronger 7.5-magnitude quake, according to the US Geological Survey (USGS), with witnesses… pic.twitter.com/3eZk7RV86h

— Breaking Aviation News & Videos (@aviationbrk) June 25, 2026

The first C-17 arrived in Venezuela this morning. Online flight trackers show that at least four of the cargo jets have left the U.S.

“The first air shipment of equipment has arrived to support the two specialized U.S. search and rescue teams, which are arriving in Venezuela to join ground operations as soon as possible,” the U.S. Embassy in Caracas said in a post on X. “With nearly 80 experts per team—firefighters, doctors, structural engineers—12 canines trained for detection in rubble, these groups bring advanced capabilities to locate survivors and assist in complex emergencies. Their personnel and specialized equipment are being positioned to head to the hardest-hit areas and begin operations when conditions allow.”

La primera carga aérea de equipamiento ha llegado para apoyar a los dos equipos especializados de búsqueda y rescate de los EE.UU., que están llegando a Venezuela para integrarse lo antes posible a las operaciones en el terreno. Con cerca de 80 expertos por equipo – bomberos,… pic.twitter.com/ZCaQMcBM6J

— Embajada de los EE.UU. en Caracas (@usembassyve) June 26, 2026

A second one reportedly landed in the stricken nation as well.

A second USAF C-17 carrying humanitarian aid and search and rescue teams has landed at El Libertador airbase in Maracay, also seen in the background are two Mexican air force planes that delivered aid this morning #Venezuela pic.twitter.com/LR9WuSbOh2

— CNW (@ConflictsW) June 26, 2026

“A C-17 Globemaster III was loaded overnight at Dover AFB with Urban Search and Rescue personnel and equipment for transport to Venezuela in support of State Department-led humanitarian response efforts,” SOUTHCOM said in a post on X Friday morning. “America’s military is delivering the people and capabilities needed to save lives.”

When called, the @DeptofWar moves.
A C-17 Globemaster III was loaded overnight at Dover AFB with Urban Search and Rescue personnel and equipment for transport to Venezuela in support of @StateDept-led humanitarian response efforts.

America’s military is delivering the people and… pic.twitter.com/zMguJ7Ra4q

— U.S. Southern Command (@Southcom) June 26, 2026

When disaster strikes, we answer the call. USA-01 is enroute to #Venezuela following the devastating earthquakes, w/ 79 personnel, six K9s, and 70k lbs of equipment. We are honored to represent the US, bringing our expertise, compassion, & unwavering dedication to those affected. pic.twitter.com/8snA89Qwae

— VA-TF1 / USA-01 – Urban Search and Rescue (@VATF1) June 26, 2026

Another C-17 landed in Curaçao. The island is serving as one staging area for international efforts to search for survivors and victims and bring in much-needed humanitarian aid.

The US response to the earthquake disaster in Venezuela is well underway.
📍The first related C-17, #AE1449 as RCH234, arrived in Curacao overnight.
📍#AE2FA6 as RCH525 is en route with members of USA-02 urban search & rescue team.
📍#AE07F8 as RCH421 is en route with members of… pic.twitter.com/4mznPCySI7

— TheIntelFrog (@TheIntelFrog) June 26, 2026

U.S. Marine Corps Maj. Gen. Kevin J. Jarrard arrived in Caracas on Thursday to oversee the Pentagon’s Venezuela earthquake relief efforts, SOUTHCOM stated. 

“Jarrard is serving as the senior U.S. Southern Command (SOUTHCOM) official on the ground and is working closely with partners to plan, coordinate, and direct the U.S. military’s unparalleled logistical and operational capabilities to support the rapid, life-saving movement of response personnel, equipment, and humanitarian assistance into affected areas,” the command said in a media release.

RELEASE: SOUTHCOM Leadership Arrives in Venezuela to Coordinate Earthquake Relief Support

U.S. Marine Corps Maj. Gen. Kevin J. Jarrard arrived in Caracas, Venezuela, today, to oversee Department of War support to Venezuela earthquake relief efforts.

Maj. Gen. Jarrard is serving… pic.twitter.com/sCIhyuI63L

— U.S. Southern Command (@Southcom) June 26, 2026

In another post on X, SOUTHCOM included a photograph of a USMC MV-22B Osprey tiltrotor aircraft. The Osprey is part of an array of fixed- and rotary-wing assets deployed for the relief effort around the region.

Jarrard is leading SOUTHCOM Commander Gen. Francis L. Donovan’s deployment of “significant forces to the effort,” according to the command. This includes the aforementioned cargo jets and Navy vessels, as well as C-130 Hercules transports, unspecified reconnaissance platforms and rotary-wing aircraft.

“These forces will provide specialized mobility services and support to U.S. government personnel, search and rescue teams, and U.S. interagency partners as they assess damage, locate the injured, and deliver critical, life-saving assistance,” SOUTHCOM said in a statement.

The Pentagon released images of a U.S. Army CH-47 Chinook transport helicopter loading up personnel and supplies in Honduras for potential participation in this mission.

All this is being anchored by the two Navy vessels, which have been in the region for months.

Earthquake relief support from the sea:
The @USNavy has a proud legacy of providing disaster relief directly from the sea.#SOUTHCOM has directed USS Fort Lauderdale (LPD 28) and USS Billings (LCS 15) to Venezuela to support @DeptofState-led U.S. government relief operations in… pic.twitter.com/z1JJ0aLjSl

— U.S. Southern Command (@Southcom) June 26, 2026

Of the two, Fort Lauderdale has been in the Caribbean the longest and took part in the counternarcotics operation that led to the capture of former Venezuelan dictator Nicolás Maduro, now in custody in the U.S. The rest of the ships assigned to that mission left the region months ago.

Fort Lauderdale can embark multiple types of rotary wing aircraft, including Marine MV-22B Ospreys and UH-1Y Venoms. Other helicopters can use their large deck area for resupply and refueling, as well. The vessel could be used as a staging area to deliver aid and extract wounded from a nearby port or off the coast of Venezuela. Hundreds of sailors and Marines aboard could assist with humanitarian efforts, from the ship or on the ground. 

The flight deck of Billings, which arrived in the Caribbean in March, is much smaller and supports the ship’s MH-60 Seahawk helicopter and drones. It can also be used by other helicopters.

If needed, there are additional Navy assets operating off the East Coast that could be re-tasked to SOUTHCOM. 

The amphibious assault ship USS Iwo Jima recently returned to Norfolk from a 10-month deployment in the Caribbean. If it has not yet entered its planned maintenance availability, the vessel could be redeployed if called upon. 

Much less likely is moving the aircraft carrier USS Nimitz. The fleet’s oldest carrier left Mayport, FL, on Wednesday and is now participating in large-scale FLEETEX before a planned transit to New York for America 250 events. 

Rolling deep ⚓💪🌊

Twenty-six ships from 13 partner and allied nations steam in formation with Nimitz-class aircraft carrier USS Nimitz (CVN 68) during a multinational maritime exercise as part of Fleet Exercise (FLEETEX) 250 in the Atlantic Ocean, June 25, 2026. Nimitz is… pic.twitter.com/0p0yyvm0QV

— U.S. Navy (@USNavy) June 26, 2026

Meanwhile, America’s unique array of ISR assets can be critical to Venezuela’s relief efforts.

Platforms like MQ-9 Reaper and MQ-4C Triton drones and piloted aircraft like P-8 Poseidon maritime patrol craft and even U-2 Dragon Lady spy planes could bring a lot of sensor power to bear to help with search and rescue, mapping and provide other geospatial intelligence benefits to develop a clearer picture of the situation.

This relief effort is still unfolding and the full extent of the damage is still coming to light. As we previously noted, the disaster offers an opportunity for the U.S. military to foster improving relations with Venezuela almost half a year after Maduro was snatched out of Caracas.

This is where the US military can broadly impact the relationship with Venezuela again. They are now our friends? Go big helping them here. We are prepared and ready for this mission. Huge opportunity here. https://t.co/pu8RSRMjUK

— Tyler Rogoway (@Aviation_Intel) June 25, 2026

U.S. President Donald Trump appears to have seized on this chance, at least to some degree, announcing America would play a key role in helping Venezuela in a post on his Truth Social site.

“The two major earthquakes that just hit the great people of Venezuela are both massive in scale and have left a devastating number of deaths,” Trump proclaimed. “The U.S.A. stands ready, willing, and able to help! I have instructed all agencies of our government to get ready to move quickly. We will be there for our new and great friends. Early reports are not good!!!”

We thank U.S. President Donald Trump and his administration, who have been in constant contact with Venezuelan authorities, offering support and solidarity to the people of Venezuela in the face of this tragedy that has plunged us into mourning. https://t.co/nw2bupuN7C

— Delcy Rodríguez (@delcyrodriguezv) June 25, 2026

It is unclear how much larger the U.S. military presence will grow for this mission. Several other countries are taking part as well and China has pledged to. Trump has made keeping the Caribbean under the control of the U.S. a major part of his administration’s plans and a top reason for removing Maduro was to stem the influence of China and Russia there.

MOFA: China to provide humanitarian assistance to Venezuela

China will provide emergency humanitarian assistance to Venezuela, Chinese Foreign Ministry spokesperson Guo Jiakun said on Friday. He added that China is prepared to provide further support as the disaster situation… pic.twitter.com/zpge2sGNXb

— CGTN Frontline (@Frontlinestory) June 26, 2026

We will continue to monitor the situation and provide updates when warranted.

UPDATE: 3:28 PM EDT –

SOUTHCOM provided an update on the assets being deployed:

• Two U.S. Air Force C-17 Globemaster aircraft are transporting U.S. Urban Search and Rescue teams based in Los Angeles and Fairfax, Virginia, and one U.S. Air Force C-17 will deliver load-movement equipment to Caracas.

• U.S. Marine Corps MV-22 Ospreys will transport an airfield assessment team to Venezuela to support airport operations that were impacted near the earthquake epicenter.

• The U.S. Navy’s San Antonio-class amphibious transport dock USS Fort Lauderdale (LPD 28) and Freedom-variant littoral combat ship USS Billings (LCS 15) have arrived in waters near Venezuela and will begin supporting relief and live-saving efforts.

• Three U.S. Army CH-47 Chinooks and crews from Joint Task Force-Bravo will depart Soto Cano Air Base in Honduras en route to support the transport of key personnel and supplies aiding impacted Venezuelan communities.

• The command’s U.S. Space Force component is providing satellite imagery of devastated areas to disaster relief planners in Venezuela to aid them in assessing where immediate live-saving and aid efforts are needed most and identifying what capability requests to prioritize.

Contact the author: howard@twz.com

The Senate Armed Services Committee is “concerned” about the U.S. Air Force’s current plan to retire its E–11A Battlefield Airborne
Communications Node (BACN) aircraft in Fiscal Year 2028. Legislators want more details about how the service expects to plug any capability gaps that might result from axing the highly specialized communications planes. The Air Force abruptly announced plans to retire the E-11A fleet, which has more than doubled in size in recent years, and supplant it with new space-based capabilities back in April.

A formal request for a briefing on the Air Force’s plans surrounding the E-11A fleet is included in a report accompanying a draft of the annual defense policy bill, or National Defense Authorization Act (NDAA), for the 2027 Fiscal Year. The Senate Armed Services Committee released a full copy of the proposed legislation and the report yesterday.

The Air Force currently has 7 BACN jets in service, which are based on several different models from the Bombardier Global Express family of business jets. The BACN package has also flown operationally in the past on one of NASA’s high-flying WB-57F research aircraft and a fleet of now-retired EQ-4B Global Hawk drones.

“The committee is aware of the Department of the Air Force’s decision to cancel the E–11 Battlefield Airborne Communications Node (BACN) capability, which has historically provided critical communications relay and data translation functions enabling joint and coalition operations, particularly in contested and communications-degraded environments,” the report says. “The committee is concerned about the operational risk associated with the loss of the E–11 BACN capability and the lack of clarity regarding the Department’s plan to mitigate resulting gaps in airborne communications, data integration, and battle management.”

“Therefore, the committee directs the Secretary of the Air Force to provide a briefing to the congressional defense committees, not later than March 31, 2027, on the Department’s plan to address capability gaps resulting from the cancellation of the E–11 BACN capability,” it continues.

The briefing needs to at least provide the following:

• “A detailed justification for the decision to cancel the E–11 BACN capability, including cost, survivability, and operational considerations.”
• “An assessment of the operational risks created by the cancellation, including impacts on joint all-domain command and control, communications interoperability, and support to combatant commander requirements.”
• “A description of alternative capabilities, programs, or concepts of operation the Department plans to employ to replicate or replace E–11 BACN functionality, including any space-based, airborne, or ground-based solutions.”
• “Associated timelines, funding requirements, and acquisition strategies for such alternatives.”
• “A description of how the Department will ensure continuity of communications relay and gateway capabilities in contested environments during any transition period.”
• “An assessment of impacts to joint and coalition interoperability, including any risks to ongoing operations or contingency plans.”

Currently, the BACN aircraft provide an extremely valuable airborne communications gateway that can be used to relay data across various waveforms between platforms in the air, at sea, and on land. The planes offer a vital way to ‘translate’ between data-sharing systems that may not otherwise be able to ‘talk’ to each other. E-11As can also provide a vital node between line-of-sight and beyond-line-of-sight links. During the conflict in Afghanistan, the BACN aircraft became known for providing this service and creating an active data-sharing rebroadcasting network in a country where mountainous terrain could often limit the reach of line-of-sight links.

The Air Force first announced its intention to divest the E-11A fleet earlier this year as part of the rollout of its annual budget request. The service offered few additional details publicly at that time, beyond that the Hybrid Satellite Communications (STACOM) Terminal program would provide a “bridge” capability in the near term.

Hybrid SATCOM is a capability the Air Force is working to field on a variety of aircraft, including aerial refueling tankers and cargo planes, which is intended to give them better access to government-owned and operated and commercial satellite constellations. SpaceX’s Starlink network and its government-focused cousin, Starshield, are already in particular widespread and still-growing use across the U.S. military. Distributed constellations of satellites, like the ones used for Starlink and Starshield, to support various mission requirements are changing warfighting, and the pace of those developments is accelerating.

An annual force structure report that the Pentagon released last month offers some further insights into the Air Force’s argument for retiring the E-11As.

“Predicated on the successful deployment of next-generation orbital systems, the E-11A fleet is scheduled for divestment in FY 2028,” the force structure report says. “These space-based assets will provide equivalent relay and datalink capabilities, superseding current E-11A functions and enabling a modernized transition of the mission set. Consequently, all cost savings will be reinvested into the replacement capabilities.”

“As part of a broader strategy to align resources with the most pressing operational needs, the Department of the Air Force will divest its fleet of seven E-11A aircraft, with the action planned for FY 2028,” the report adds. “This decision allows for the strategic reallocation of fiscal resources to fund more critical, high-priority service requirements and accelerate modernization efforts in other key areas.”

The Air Force’s decision regarding the E-11A came without any real warning, at least publicly. As noted, the service had significantly increased the fleet size in recent years, driven in part by the retirement of the EQ-4Bs. The aircraft had looked set to continue serving for years to come.

Demand for the capabilities BACN offers has gone well beyond Afghanistan. The aircraft continue to be heavily utilized to support active combat operations, including as part of Operation Epic Fury against Iran this year. The platform was also utilized during the mission to capture former Venezuelan dictator Nicolas Maduro in January.

At the same time, there are questions about the survivability of the E-11A going forward as a non-stealthy business jet-based aircraft, especially in the context of a future high-end fight. These concerns are even pronounced for the BACN aircraft given that a key aspect of their mission set to date has involved flying within range of line-of-sight links. A growing threat ecosystem that pushes the planes further and further from the forces they are expected to support would challenge their utility.

China and Russia, in particular, are developing very long-range anti-air missiles, and the Air Force itself has warned that designs with ranges of 1,000 miles could be in service by 2050. Ever-more sophisticated anti-access/area-denial (A2/AD) ‘bubbles’ will be an increasing challenge for traditional non-stealthy combat support aircraft, not just BACN, as time goes on. Even smaller adversaries like Iran and North Korea, and even some non-state actors, are continuing to field more threatening air defense systems, as well.

As an aside, the U.S. Army now views very long-range air-launched drones as a key capability to help ensure the relevance of its new Bombardier Global Express-based ME-11B High Accuracy Detection and Exploitation System (HADES) surveillance and reconnaissance planes in future large-scale conflicts. You can read more about the plans for HADES here.

All this being said, there is also something of an interesting parallel, very broadly speaking, between the Air Force’s current plans for the E-11A fleet and its failed Pentagon-backed attempt to cancel the E-7 Wedgetail airborne early warning and control aircraft program. The arguments for axing the E-7 were also heavily rooted in plans for new space-based capabilities, concerns about the vulnerability of a non-stealthy aircraft in future high-end conflicts, and a general desire to shift resources to other priorities. Congress ultimately intervened to save the Wedgetail program, and the Air Force and the Pentagon have now completely changed their tone, at least publicly, on the matter.

“I know our department had taken the position that it was … other satellite ISR [intelligence, surveillance, and reconnaissance capabilities] that was probably going to be capable of a lot of that in the future,” Secretary Pete Hegseth said in response to a question about the E-7 at a hearing in May. “But I think that mindset was indicative of a mindset that we’ve shed, which is the divest-to-invest mindset, which was an austerity mindset, that we’re going to get continuing resolution after continuing resolution. So, we [sic] got to get rid of these platforms in order to invest in these platforms. And there are gaps that need to still be filled. And there are systems that still need to be funded that are used on the battlefield right now, say, MQ-9s, A-10s, you name it.”

Hegseth’s comments here would seem to reflect a logic that one could also apply to the E-11A fleet, at least based on the arguments the Air Force has put forward for its divestment so far.

Whether Congress intervenes now to save the BACN aircraft remains to be seen. The Air Force is still expecting to continue flying the jets through next year at least.

The Air Force will now have a chance to more formally argue before members of the Senate Armed Services Committee for moving ahead with its plan to axe the E-11As.

Contact the author: joe@twz.com

The drone entered Latvian airspace due to ‘Russian electronic warfare’, the military says.

NATO fighters have scrambled to shoot down a drone that entered Latvian airspace from Russia.

The Latvian military said on Monday that French aircraft had destroyed “a foreign unmanned aerial vehicle that had entered Latvian airspace as a result of Russian electronic warfare”, without saying where the drone originated.

The incident adds a growing list of incursions from the Russia-Ukraine war into neighbouring countries that are part of the NATO alliance, sparking fears of escalating spillover effects as Moscow’s siege on Ukraine continues apace.

“Thank you to our French allies for shooting down the drone that penetrated Latvian airspace!” Riga’s Foreign Minister Baiba Braze wrote on social media.

Latvian Prime Minister Andris Kulbergs heralded the “swift decision-making and professional action”.

Defence Minister Raivis Melnis told reporters the drone was shot down just after 9am local time (07:00 GMT) near the village of Berzgale, located about 30km (18 miles) from the Russian border. No one was hurt, and no property was damaged, Melnis said.

The French military said in a statement that the jets took off from Siauliai airbase in northern Lithuania and destroyed the drone “over an uninhabited area”.

It added that the incident demonstrated France’s “commitment to contributing to the security of Europe’s eastern flank”.

Authorities had previously warned residents in some parts of eastern Latvia to shelter in place because of the threat.

Ongoing threat

Countries in the region have reported repeated drone incursions from air and sea in recent months, spawning concerns over the widening impact of Russia’s war on Ukraine.

The issue has raised the political pressure in Latvia, leading to the resignation of Prime Minister Evika Silina last month.

The increased frequency of the reports comes as Ukraine has increased its attacks on Russia, with Moscow deflecting drones using electronic jamming. The statement from the Latvian military regarding “Russian electronic warfare” appears to suggest the drone shot down likely came from Ukraine.

Fragments of a Ukrainian drone were also found in a field in Moldova on Monday after it entered from Ukraine, an incident that officials also blamed on Moscow.

Last week, a maritime drone exploded in Romania’s Constanta port. Kyiv later confirmed it involved a Ukrainian drone that was knocked off course by Russian electronic interference.

However, it was a Russian drone that hit an apartment building in eastern Romania in late May, injuring two people and prompting Bucharest to call for NATO to speed up the transfer of anti-drone capabilities.

European Commission President Ursula von der Leyen warned after that crash that Russia’s war on Ukraine is “increasingly becoming a direct threat to countries on our Eastern border” and said solidarity with them was “absolute”.

The French military jet that shot down Monday’s drone is part of the NATO Baltic Air Policing mission, which has patrolled the skies of Latvia, Lithuania and Estonia since they became part of NATO in 2004.

Today, the U.S. Marine Corps celebrated the end of more than half a century of Harrier ‘jump jet’ operations with a sundown ceremony at Marine Corps Air Station Cherry Point in North Carolina. For more than 20 percent of the history of the republic, the British-originated jump jet helped to defend America. The story of how the U.S. military first got involved in the program is a little-known but fascinating one. Michael Pryce, who has worked on various aircraft projects, from the Harrier to the Tempest, explains, and, in the process, connects the dots between the AV-8 and its replacement with the Marine Corps, the F-35B Lightning II.

Read our coverage of the Marine Harrier sundown here.

Right from the start, the Harrier had been of immense interest to Britain’s ‘cousins’ across the pond. In the 1950s, the threat of nuclear war led to the creation of jump jets, and NASA, plus the U.S. Air Force, Navy, and Army soon found that developing rockets seemed easy in comparison to this new class of combat aircraft.

Despite valiant efforts, no American jump jet could be made to work.

A video shows the Ryan X-13 Vertijet during tests. It was one of many Cold War-era jump jet projects that ended in failure:

VERTIJET

All three services got involved in trials of the Hawker Siddeley P.1127 Kestrel, the first iteration of what would become the Harrier, initially in a joint British-American-West German trials squadron. Then, six of the Kestrels were taken to America to continue testing there, and they were renamed as XV-6As once on U.S. soil. Unlike other jump jet projects, the P.1127 utilized four adjustable exhaust nozzles beneath the wing, which rotated to provide thrust for vertical, backward, or hovering flight as well as conventional forward movement.

The thing that impressed the Americans was the sheer simplicity of the British jump jet. With just one engine, and ‘not an electron’ needed in its flight controls, the Kestrel soon transformed into the Harrier, and in 1968 the U.S. Marine Corps decided they would acquire them. Despite not having flown any of the Kestrel trials, they knew they wanted to bring the jump jet into the front line as soon as possible.

The British makers of the Harrier, Hawker Siddeley, first found out about the U.S. Marines’ interest when two men in uniform walked into the Hawker Siddeley hospitality chalet at the 1968 Farnborough Airshow and said they wished to fly the jet. Within two weeks, they had. It was the start of the Marines’ love affair with the Harrier, but it was not America’s first encounter with the British jet.

Over 10 years before, another American had walked into Hawker’s fancy tent at another Farnborough airshow and asked to see their design for what would become the Harrier. Col. Willis “Bill” F. Chapman of the U.S. Air Force was an American in Paris, there to find European weapons that America could fund. Jump jets were all the rage, and the Hawker P.1127 seemed to him to be the most promising.

As leader of the 340th Bomb Group in Italy in World War II, Chapman had seen dozens of his B-25 bombers wiped out, first by a volcanic eruption and then by a Luftwaffe attack. He knew nuclear missiles could do much worse. Soon, he had funded the Pegasus engine, the heart of the Harrier, and struck up a strong friendship with the Hawker design team led by Ralph Hooper, driving their design forward, from the drawing board into the sky.

In 1968, one of the U.S. Marines who walked in at Farnborough would play an equally vital role in getting the Harrier into Marine service. Col. Tom Miller had flown in Korea and Vietnam, and scored a speed record in a McDonnell F4H Phantom for good measure. Deeply impressed by the Harrier, he went into battle on ‘The Hill’ to secure it for the Corps, then on to lead it into service as the commander of the 2nd Marine Aircraft Wing at Cherry Point — the same unit that retired the Harrier today, 55 years later.

The rest of the history of the Harrier is well known. From the initial, British-built AV-8A to the jointly-developed, with mostly American technology, second-generation AV-8B Harrier II, the Harrier found more use, and created more jobs, in America than in Britain. The American connection was the making of the British jump jet, and helped cement relations between the two countries’ pilots, engineers and ground crews over decades.

In the 1980s, there were attempts to make a new, supersonic successor, with the speed of the Marines’ F/A-18A Hornet and the vertical flight ability of the Harrier. Once again, the Americans turned to British designers. In 1981, Hooper and a team of engineers from the Harrier factory at Kingston-upon-Thames went to work at McDonnell Douglas in St. Louis, Missouri, to design the ultimate jump jet. Over drawing boards and at tailgate parties after ball games, they evolved a great beast of a jet, the P.1218, with two crew, two engines and the latest tech, to succeed the U.S. Navy’s F-14A Tomcat fleet interceptor and A-6E Intruder all-weather strike aircraft. Despite arriving at a joint design, money was limited, and the work was re-focused on research with NASA — the start of what in time would become the Joint Strike Fighter program.

Although the U.S Navy buys jets for the Marines, the big twin-engined design was of less interest to the Corps than another of Hooper’s designs, a smaller, single-engine jet that weighed the same as the Hornet. This supersonic jump jet was seriously studied in the United Kingdom, with tests and design work over many years. The U.S. Marines were involved too, officers visiting the Kingston factory to talk about its prospects. When Britain delayed jump jet plans in favor of what became the Eurofighter Typhoon, it meant Hooper’s single-engined P.1216 design, with its wild-looking twin-boom configuration, seemed to miss its chance with the Marines. The British designer retired too, but he did not let that stop him.

Keen to see a supersonic jump jet in Marine service, he turned to Miller once again. As the accompanying letter in this article shows, in 1992 he gave Miller the technical plans of the new jump jet, and Miller showed it around at Marine HQ at a vital time — just as 10 years of research was turning into the serious acquisition program for the Joint Strike Fighter.

The emerging requirements specified a weight the same as the Hornet — the same, too, as Hooper’s P.1216. Speed, range and weapons load were close too. While avionics and stealth had advanced beyond the British jet’s capabilities, the knowledge that the man who made the Harrier thought a practical jump jet of Hornet size would work helped get the ball rolling on the third generation of jump jets. Miller’s support ensured the Corps got behind it, leading to the Lockheed Martin F-35B now taking over Cherry Point.

Making a fighting jump jet that works is extremely challenging. The Harrier had its problems — without rigid training, accident rates echoed those of its 1950s origins. The F-35B has had to overcome its own hurdles too.

In the early 2000s, Hooper was called in to help fix those. The transatlantic story of the Harrier may have ended today, but the people who found ways to cut bureaucratic corners by trusting each other, and who cracked the technical code of making the Harrier work, continue to support the next generation of F-35Bs.

The ‘Harrier Mafia’ worked their own way, but always in line with the motto of the Marine Corps. “Semper Fi” was a value shared by British pilots who flew American Harriers in combat operations on exchange as much as by the men and women who made, and supported, 55 years of Harrier operations at Cherry Point.

Jump Jet: The Secret History of the Harrier by Michael Pryce is published on August 27 and is available for pre-order.

Contact the editor: thomas@thewarzone.com

Two US Navy jets collided during an air show at Mountain Home Air Force Base in Idaho, sending both aircraft crashing to the ground in front of spectators. All four crew members ejected safely before impact.

OLIVIA Attwood is certainly embracing the luxury lifestyle after forking out for a handbag worth close to what many Brits take home in a year.

The bag, equivalent to around eight months’ pay for the average worker, was bought by Olivia a few months before turning 35.

Sharing snaps online, Olivia wrote: “I got this baby in Paris in Jan and today is her first day out,” before adding: “Taking her on an adventure.”

The former Love Island star is continuing her celebrations by jetting off to the US – taking her new handbag with her.

The £26k Hermès Birkin Olivia was travelling with appears to be a Birkin 30 in Rouge H leather with palladium hardware – one of the fashion house’s most sought-after styles.

Birkin bags are famously difficult to buy, with shoppers often facing years-long waiting lists and needing a strong purchase history with Hermès before being offered one.

LIV’S PAIN

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FACE IT

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The stunning star celebrated her birthday over the weekend as she hosted what she called “Olivia’s Birthday Bender” with pals.

The TV favourite was all smiles in green as she was presented with a birthday cake featuring the message “Another year around the pole” alongside a naked Barbie doll.

There was no sign of rumoured boyfriend Pete Wicks in the official snaps shared by Olivia.

However, eagle-eyed fans spotted him in Olivia’s vlog from the night where he was seen smiling in the reflection of a mirror.

Longtime friends and radio co-hosts Olivia and Pete were caught snogging in a popular bar in Soho earlier this year before jetting off to France on a secret holiday last month.

A source close to the pair previously told us they were “dating and enjoying their time together.”

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.

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.

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.”

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.

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.

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.

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.

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