plane

Nov. 4 (UPI) — At least three died and 11 were injured when a UPS aircraft crashed while taking off from the Louisville Muhammad Ali International Airport early Tuesday night.

The numbers of dead and injured are expected to grow, the Louisville Courier-Journal reported.

The UPS aircraft crashed while taking off from the Louisville Muhammad Ali International Airport early Tuesday evening, causing the airport to close temporarily.

UPS Flight 2976 took off shortly after 5 p.m. EST and was bound for Daniel K. Inouye International Airport in Honolulu, according to the Federal Aviation Administration.

The National Transportation Safety Board will be leading the official investigation into the crash and UPS will release additional facts as they become available, the company said in a prepared statement.

The aircraft crashed while attempting to climb and exploded upon impact with the ground, which created a fire that spread about a mile and produced thick plumes of black and gray smoke, WLKY reported.

The Louisville Metropolitan Police Department said the crash has caused injuries, but how many are hurt and the extent of their injuries are not known yet.

The aircraft involved in the crash is a McDonnell Douglas MD-11, which is powered by three Pratt & Whitney PW4460 engines, each of which produces up to 60,000 pounds of thrust, according to the Delta Flight Museum.

The commercial jet has a range of up to 8,460 miles, a wingspan of more than 169 feet and is more than 200 feet long.

The aircraft was fully fueled for its long flight to Honolulu, which contributed to the large fire that spread to a nearby recycling center and other facilities, according to WLKY.

Kentucky Gov. Andy Beshear has been notified of the crash and is en route to the airport.

“We are aware of a reported plane crash near Louisville International Airport,” Beshear posted on social media, as reported by ABC News.

“First responders are on-site, and we will share more information as available,” Beshear added. “Please pray for the pilots, crew and everyone affected.”

While the airport is closed, Transportation Security Administration screenings are halted.

Passengers who are scheduled to depart from or arrive at the airport on Tuesday or Wednesday are advised to check on their respective flight statuses.

Update includes the number of dead and injured reported as of 8 p.m. EST.

IN A lesser-known corner of Europe is an amusement park with its own mini Colosseum, a nightclub on a plane… and a helicopter observation tower.

The park has no traditional rides, replacing thrilling rollercoasters and carousels with giant building bricks, a farming village and 18-metre high slides.

Irrland in Kevelaer, Germany is a huge hit with families – with one parent who goes by thestrongmamaphysio on Instagram describing it as a “kids’ dream” and one of the “best days out we’ve ever done”.

At the park, her kids helped to build an enormous mountain with over-sized Lego-style bricks, and had a rave in a disused plane.

They also enjoyed enormous slides, sand and water play, mazes and a go-karting track.

Plenty of other parents agreed, with one saying: “Best place we have ever been to – we managed to go in the summer and spend two full days at the park.

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“I genuinely think you’ll struggle to find anywhere as good as this and for £10 per head is ridiculously cheap.”

Irrland i park is split into three parts – Irrland-West, North and South, with more than 90 different attractions.

In the West part of the park is where you’ll find the Disco Plane, it also has a huge Trojan Horse climbing frame and jumping pillows.

There’s also a waterslide and an Airport Tower with 18-metre tall slides.

Irrland North has a helicopter observation tower, a toddler play barn, and a huge treehouse.

It’s also home to the world’s largest building construction site – with enormous Lego-style bricks.

In the South is a toddlers’ farming village with pedal tractors and petting zoo, bamboo mazes, even a mini-colosseum, and a small splash park called ‘South Sea’.

The cut off in the park is for children who are 12 years old.

An online day ticket is €12 (£10.53) per person, children under two years old won’t need a ticket.

Any child’s whose birthday it is on the day of their visit can also enter for free – but they will need a form of ID to prove this.

If you’re in a large group and want to spend time together during the day, there are on-site villas which have lockable rooms and fenced areas – perfect for outdoor picnics.

These are available for the day only as the park doesn’t offer overnight stays – you can enter from 10am with the key needs to be handed in by 5.30pm.

During the summer, barbecue areas are available to book too – the cheapest spot being €25 (£21.94).

Before you look at booking a ticket, the park is closed for the winter season.

Currently, it looks like it will reopen on Saturday March 14, 2026. But check back nearer the time as it’s likely to be weather dependent.

The closest airport to Irrland is Weeze, but you can’t get direct flights to there.

For direct flights, head to Eindhoven in the Netherlands and from there it’s just an hour away by car.

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For more theme park inspo, check out the one in Europe that’s less than three hours from the UK named the best in the world – beating Disney and Universal.

Read more from one travel writer who visited one of Europe’s biggest theme parks with more than 40 attractions and record-breaking rollercoasters.

There are a few places on a plane that are best avoided, and if you’re looking for a few ideas, some experts have shared their top tips for finding a seat that’ll make your trip more comfortable.

Jetting off on holiday is always exciting, especially during the chillier months when the idea of swapping the UK for somewhere warm and sunny is enough to lift anyone’s spirits. However, even if you’re simply heading to a European destination, the journey there isn’t always plain sailing.

We’ve all endured the horror of a dreadful flight before. Whether it’s down to discomfort, fellow passengers’ antics, or something else entirely, it can cast a shadow over your holiday before it’s even started.

So, to help travellers kick off their trips on the right foot, I decided to consult some experts about the worst spot on the aircraft to reserve your seat – and they all had very similar answers.

Nearly all of the specialists I spoke to agreed that the very last row of the aircraft might not be your best bet if you’re after a peaceful journey, reports the Express.

Nicholas Smith, Holidays Digital Director at Thomas Cook, warned that anyone who struggles with turbulence will want to steer clear of this section. He explained: “Seats at the very back are typically less desirable. They are close to the galley and restrooms, service can be slower, food choices may be limited, and it is also the area where movement during turbulence feels strongest.”

He also emphasised the importance of being organised when reserving aircraft seats. This often comes at an extra charge, but if you’re anxious about securing a decent seat, then there’s a good chance it’ll be money well spent.

The expert continued: “Thinking about your priorities in advance also makes a difference – nervous flyers will be more comfortable over the wings, those with a tight connection should choose an aisle near the front, while couples booking a row of three might secure the window and aisle, leaving the middle free for a chance at extra space.”

Izzy Nicholls, a travel expert and founder of road trip blog The Gap Decaders, agreed, saying: “Seats at the back are best avoided. They’re typically noisier because of engine proximity and galley activity, and you’ll be among the last to board and leave the plane.”

Unsurprisingly, the front of the aircraft proved to be the best location for the smoothest experience. Izzy explained: “Travellers who want a calmer journey should book seats at the front of the plane. This area is away from restrooms and heavy foot traffic, so you’ll experience fewer interruptions.

“Choosing an aisle seat here also gives you the freedom to stretch your legs and get up easily without disturbing others. Select these placements to make long flights more comfortable and reduce the effects of motion.”

The rear section of the aircraft isn’t just problematic for comfort – it’s also less ideal when it comes to storage space, particularly if you’re late boarding. Jacob Wedderburn-Day, CEO and Co-Founder of luggage storage firm Stasher said: “Avoid sitting near galleys and toilets, where staff members often store their things in overhead bins, leaving less space for passenger baggage.

“The last few rows are a concern because if you board late, the bins above you may be filled, which means you may have to store your luggage several rows away. Also, stay away from seats that are located behind bulkheads, as these spaces often have limited storage.”

Travel expert Andrea Platania from Transfeero also warned passengers to avoid the back row when flying, explaining: “The very last row is typically the least desirable: limited recline, proximity to bathrooms, and more cabin noise. Middle seats anywhere are usually least popular unless you’re traveling in a group.”

However, for those seeking maximum legroom, there are two areas offering the most space. Andrea said: “Exit-row and bulkhead seats offer more space, but they come with trade-offs: fixed armrests, limited recline, or restrictions for passengers traveling with children.”

And for travellers prone to airsickness during turbulence, one specific location is recommended. The expert added: “Sit over the wings. This area is closest to the aircraft’s centre of gravity, so you’ll feel less turbulence compared to the back, where bumps are magnified.”

Oct. 28 (UPI) — A small airplane with 11 people on board crashed during a flight in Kenya early Tuesday with no survivors, Mombasa Air Safari officials announced.

The flight carried eight passengers from Hungary, two from Germany and its Kenyan pilot when it crashed for unknown reasons after taking flight from the coastal city of Diani Beach, the airline said.

“Sadly, there are no survivors,” Mombasa Air said in the statement.

“Our hearts and prayers are with all those affected by this tragic event.”

Diani Beach is located due south of Mombasa on Kenya’s Indian Ocean coast.

The aircraft crashed into a wooded hillside in Kwale County about 25 miles from Diani Beach, the Kenya Civil Aviation Authority said in a statement.

“Government agencies are already on site to establish the cause of the accident and its impact,” the KCAA said.

The KCAA initially reported 12 died in the crash but has since revised that number to 11 to accurately reflect the number of passengers and crew on board.

The Cessna 208B Grand Caravan aircraft crashed at 8:35 a.m. local time while headed to an airstrip in Kwichwa Tembo near the Maasai Mara Natural Reserve, which is about 500 miles northwest of Diani Beach. Authorities initially reported that crash occurred at 5:30 a.m.

The aircraft had lost contact with the Mombasa International Airport control tower 10 minutes into its flight, Ministry of Roads and Transport Cabinet Secretary Davis Chirchir said in a statement.

The aircraft — which local media reported was built in 2007 and deemed reliable — was destroyed by the impact and ensuring fire, Chirchir said.

The pilot did not report to the Diani Beach airport air traffic controllers as required, which caused the flight to go missing for about 30 minutes before the crash site was located, according to Mombasa Air Safari officials.

Witnesses reported hearing a loud crash and found the plane’s wreckage and human remains at the crash site.

The reserve is adjacent to Tanzania’s Serengeti National Park and is renowned for its natural setting and wildlife, including wildebeests.

“The weather here is not very good at the moment,” Kwale County Commissioner Stephen Orinde told the BBC.

“Since early in the morning, it is raining and it is very misty,” he said.

Eight Hungarian and two German passengers were onboard, and the Kenyan pilot was also killed, Mombasa Air Safari said.

A light plane crash has killed 11 people, mostly foreign tourists, in Kenya’s coastal region of Kwale while flying to Maasai Mara National Reserve.

The airline, Mombasa Air Safari, said in a statement Tuesday that eight Hungarian and two German passengers were on board, and that the Kenyan pilot was also killed.

Sadly, there are no survivors,” Mombasa Air Safari added. There was heavy rain in coastal Kenya in the morning.

The Civil Aviation Authority said the accident happened at Kwale, near the Indian Ocean coast, at about 8:30am (05:30 GMT). A regional police commander, in comments aired by public broadcaster Kenya Broadcasting Corporation, said all the passengers were tourists.

Citizen TV station said the bodies of those on board had been burned beyond recognition. The plane crashed in a hilly and forested area about 40 kilometres (25 miles) from Diani airstrip, authorities said.

The aircraft burst into flames, leaving a charred wreckage at the scene, officials said. Witnesses told The Associated Press news agency. that they heard a loud bang, and upon arriving at the scene, they found human remains.

Investigating agencies were looking into the cause of the crash, Kwale County Commissioner Stephen Orinde told The AP.

The Maasai Mara National Reserve, located west of the coastline and is a two-hour direct flight from Diani, a popular coastal town known for its sandy beaches. The reserve attracts a large number of tourists as it features the annual wildebeest migration from the Serengeti in Tanzania.

According to the most recent safety oversight audit for Kenya posted on the International Civil Aviation Organization site, from 2018, the country fell below the global average in accident investigation.

A US Air Force plane flew inside Hurricane Melissa on Monday over the Caribbean, revealing a rare weather phenomenon known as the ‘stadium effect’. Forecasters say the Category 5 storm is set to be Jamaica’s most destructive on record and is expected to make landfall early on Tuesday.

Lots of people travel on planes as it’s hard to resist a break away in the sun; however, if you’re preparing to board soon, then you need to be aware of some health advice

Lots of people travel on planes, but there are a few rules people may want to follow if they want to keep on top of their health while flying. Holidaymakers often worry about jet lag, but there’s another mid-air menace many don’t talk about, and it’s known as travel constipation.

From uncomfortable bloating to sluggish digestion, pharmacists say flying creates the perfect storm for gut trouble but, with the right prep, it doesn’t have to ruin your trip. In fact, if you travel a lot, there’s a simple way you can keep on top of your health when flying.

Pharmacist Seema Khatri of Roseway Labs explained: “Airplane cabins are pressurised to the equivalent of around 6,000 to 8,000 feet above sea level. That lower pressure makes gases in your digestive system expand, which is why so many people feel bloated in the air.

“Add in dry cabin air, sitting still for hours and a disrupted eating routine, and your gut slows right down. It’s no surprise constipation is one of the most common post-flight complaints.”

She added that fizzy drinks, beans, garlic and onions are frequent culprits for in-flight bloating, as they create gas which expands more at altitude. Alcohol, meanwhile, not only dehydrates but can irritate the digestive tract, making matters worse.

According to Khatri, many people unknowingly make choices that compound the issue. “Skipping water in favour of coffee or wine is one of the biggest mistakes,” she added. “Both dehydrate you further. Another common mistake is ignoring the urge to use the plane toilets, but holding it in just makes things harder later.

“Heavy, processed meals before or during flights are another trigger. Fast food and sugary snacks often replace fibre-rich meals when people are travelling, and that low fibre intake makes constipation far more likely.”

To keep things moving, the expert shared some top tips. Khatri’s top pharmacist-approved strategies include:

• Stay well-hydrated before and during your flight. Start increasing your water intake one to two days before you travel, aiming for 2.7 to 3.7 litres a day, depending on your body size. Continue to sip water throughout the flight.
• Get up and walk the aisle every hour or do stretches in your seat.
• Choose herbal teas over fizzy or caffeinated drinks to stimulate digestion.
• Don’t ignore the urge to go. Use the toilet when you need it.

Khatri added: “Hydrate properly in the days before flying, keep meals light and fibre-rich and avoid alcohol where you can. Sticking to your normal sleep and bathroom routine also helps reduce disruption. With just a little preparation, you can save yourself a very uncomfortable holiday start.”

She said you can also pack some snacks to aid matters such as oat bars to give you a fibre boost without the bloat. Nuts and seeds are also filling, light and digestion-friendly.

As well as this, bananas and dried fruit are also good things to add. Khatri explained there are also a few mistakes you should avoid, which include:

• Swapping water for wine or coffee.
• Holding it in instead of using the loo.
• Loading up on fast food and fizzy drinks pre-flight.

One of U.S. Air Force Special Operations Command’s new OA-1K Skyraider II light attack aircraft crashed today, not far from Will Rogers International Airport in Oklahoma, where the type is based as part of a partnership between the 492nd and 137th Special Operations Wings. Both crew members onboard — a contractor and an active-duty service member — were not injured in the incident, thankfully.

Images of the Skyraider II sitting damaged in a field began circulating on social media this afternoon.

The Oklahoma Air National Guard says that the aircraft was out on a training mission when the incident occurred and that the circumstances are currently under investigation.

The OA-1K is brand new to the USAF’s inventory, with the type fulfilling what is something of the final culmination of a long string of aborted requirements for a light attack aircraft specially configured for low-intensity missions, such as counter-terrorism and counter-insurgency operations. A synopsis of the OA-1K from a previous TWZ article on its official naming can be read below:

The two-seat OA-1K can carry up to 6,000 pounds of munitions and other stores, including precision-guided missiles and bombs and podded sensor systems, on up to eight underwing pylons. L3Harris has previously said the aircraft can fly out to an area up to 200 miles away and loiter there for up to six hours with a typical combat load. They also have a “robust suite of radios and datalinks providing multiple means for line-of-sight (LOS) and beyond line-of-sight (BLOS) communications,” according to the company.

AFSOC currently plans to acquire 75 Skyraider IIs, with the first example to be delivered this spring. The turboprop-powered OA-1K, a militarized derivative of the popular Air Tractor AT-802 crop duster, is a tail-dragging design like the much larger piston-engined Skyraider. The Skyraider II is set to be the first tail-dragging tactical combat aircraft anywhere in U.S. military inventory in decades.”

You can also check out our exclusive tour of the aircraft in the video below:

It’s quite possible the aircraft’s crop-duster roots helped keep the airframe and its crew intact when it came down in the field, as it’s built to operate from rough fields even in its suped-up military configuration.

We will update this post with any new information that becomes available in the next 24 hours about the mishap.

Contact the author: [email protected]

WASHINGTON — The U.S. military has built up an unusually large force in the Caribbean Sea and the waters off the coast of Venezuela since this summer, when the Trump administration first began to shift assets to the region as part of its so-called war against narcoterrorism.

Here is a look at the ships, planes and troops in the region:

Ships

The Navy has eight warships in the region — three destroyers, three amphibious assault ships, a cruiser and a smaller littoral combat ship that’s designed for coastal waters.

The three amphibious assault ships make up an amphibious readiness group and carry an expeditionary unit of Marines. As a result, those ships also have on board a variety of Marine helicopters, Osprey tilt rotor aircraft and Harrier jets that have the capability of either transporting large numbers of Marines or striking targets on land and sea.

While officials have not offered specific numbers, destroyers and cruisers typically deploy with a missile loadout that contains Tomahawk cruise missiles — a missile that can strike hundreds of miles from its launch point.

A U.S. Navy submarine, the USS Newport News, also is operating in the broader area of South America and is capable of carrying and launching cruise missiles.

Planes and drones

A squadron of advanced U.S. Marine Corps F-35B Lightning II jets have been sent to an airstrip in Puerto Rico. The planes were first spotted landing on the island territory in mid-September.

MQ-9 Reaper Air Force drones, capable of flying long distances and carrying up to eight laser-guided missiles, also have been spotted operating out of Puerto Rico by commercial satellites and military watchers, as well as photojournalists, around the same time.

It has been widely reported that the Navy is operating P-8 Poseidon maritime patrol aircraft out of the region as well.

Earlier this month, the military released a photo of an U.S. Air Force AC-130J Ghostrider, a heavily armed plane capable of firing its large guns with precision onto ground targets, also sitting on the tarmac in Puerto Rico.

There have been a multitude of other military aircraft that have temporarily flown through the region as part of military operations there.

For example, the U.S. Air Force flew a group of B-52 Stratofortress bombers through the region last week for what the Pentagon dubbed as a “bomber attack demo” in photos online.

Troops

All told, there are more than 6,000 sailors and Marines that are now operating in the region based on the ships that have been confirmed by defense officials.

The Pentagon has not offered specific numbers on how many drones, aircraft or ground crew are in the region so their impact on that broader figure is unknown.

Toropin writes for the Associated Press.

No sooner had the Toronto Blue Jays clinched a World Series spot against the Dodgers than the torrent of memes, posts and tweets flowed, all with some version of this one-liner: Finally, Shohei Ohtani is on the plane to Toronto.

On a December day two years ago, as Ohtani navigated free agency: three reports surfaced: there was a private plane flying from Orange County to Toronto (true); Ohtani had decided to sign with the Blue Jays (false); and Ohtani was on a flight to Toronto (false).

When the jet landed, surrounded by reporters and photographers and even a news helicopter, an entire country fell into despair. The gentleman on the plane was not Ohtani.

He was Robert Herjavec, a star on “Shark Tank” and a prominent Canadian businessman with homes in Toronto and Southern California.

“It is my only claim to fame in the sports world: to be mistaken for someone else,” Herjavec said Tuesday.

Herjavec said he hopes to attend at least one World Series game in Los Angeles and another in Toronto. He is not the Dodgers’ $700-million man, but he said he would enjoy meeting Ohtani.

“I’m very disappointed,” Herjavec said with a laugh, “he hasn’t reached out to me for financial advice.”

He is no different than the rest of us, Ohtani’s teammates included. Watching Ohtani play calls to mind the words Jack Buck used to call Kirk Gibson’s home run: I don’t believe what I just saw.

“To me, as a layman and a couch athlete, the ability to throw a ball at 100 mph and then go out and hit three home runs?” Herjavec said. “It’s mind boggling.”

To be a successful businessman takes talent too, no?

“That’s the beauty of business,” he said. “I always say to people, business is the only sport where you can play at an elite level with no God-given talent.”

On that fateful Friday, Herjavec and his 5-year-old twins were en route to Toronto, and normally he would have known what was happening on the ground before he landed. However, he had turned off all the phones and tablets on board so he could play board games with his children in an effort to calm them.

“I gave them too much sugar,” he said. “They were wired.”

Upon landing, Canadian customs agents boarded the plane, in a hopeful search for Ohtani. Herjavec and his kids got off the plane, descending into a storm of national news because the Blue Jays are Canada’s team.

I asked Herjavec if he ever had disappointed so many people at any point in his life. He burst out laughing.

“That is such a great question,” he said. “That is my crowning achievement: I let down an entire nation at one time.”

The Blue Jays have a rich history. In 1992-93, they won back-to-back World Series championships, the feat the Dodgers are trying to duplicate.

The Jays have not appeared in the World Series since 1993, but that is not even close to the longest or most painful championship drought in Toronto.

The Maple Leafs, playing Canada’s national sport, have not won the Stanley Cup since 1967. That would be like the Dodgers or Yankees not winning the World Series since 1967.

“Speaking of letting people down,” Herjavec said.

The difference between Americans and Canadians, he said, is that Americans expect to win and Canadians believe it would be nice to win.

He counts himself in the latter camp. He can call both the Dodgers and Blue Jays a home team, but he is rooting for Toronto in this World Series.

“I have to,” he said, “because I’ve already disappointed the entire country once.

“I’m hoping, with my moral support, this will redeem me to Canadians.”

Airport officials were left facing a real ‘mystery’ after discovering a plane that had veered off the runway onto a patch of grass, and the pilot was nowhere to be seen

Airport officials were baffled to discover an abandonded plane “resting nose-down in the grass next to a runway” this week.

Bizarrely, the pilot was nowhere to be seen, and it became clear that the damaged plane, a small 1972 Cessna Skyhawk, had veered off the runway after having made a hard landing on Tuesday.

The empty Cessna N20392 was discovered at approximately 5am at Naples Municipal Airport in Florida, while the airport’s traffic control tower was closed from 10pm right up until 6am.

As staff were left to decipher the mystery, yet more questions emerged after security personnel reported spotting two people leaving the plane at the airport shortly after the plane landed right in the middle of the grassy field. They appeared to be unharmed.

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Airport communications director Robin King said, via FOX4: “We came in at about five o’clock this morning and realised we had an aircraft in the middle of the field. Our security released two people from the airfield overnight. They were fine. They walked away, and that’s really all we know.”

FlightAware data shows that the plane circled several times over Fort Myers and again in Naples before touching down at Naples Airport, in Florida, just after 2:40 am. An airport runway had to be shut down after the unexpected discovery was made; however, normal airport operations resumed after the disabled plane was removed from the field at approximately 6:30am.

In a separate interview with WINK News, King said: “It’s unusual. It’s really unusual, and it was a mystery.” The pilot has since been identified as 24-year-old Brianna Brown, who, as reported by Local 10, “returned around midday”, by which point the aircraft had been removed from the scene by a crew and placed in a hangar for inspection. Brown has since spoken with the Naples Police Department, as well as a member of the airport operations team.

Lt. Bryan McGinn, a spokesperson for the Naples Police Department, issued the following statement: “We have since learned that the pilot slid off the runway … the pilot stated they notified staff.”

According to King, it appears that Brown rented the plane, which she flew from Fort Lauderdale Executive Airport, in the Fort Lauderdale area. Police officers have since filed an incident report, while the Federal Aviation Administration (FAA) has been notified by airport authorities. King said: “The FAA will be investigating. It’s totally out of our hands at this point, and so we’re going to find out why it happened.”

Brown, of Fort Lauderdale, wasn’t injured during the incident and is understood to be cooperating with the investigation. At the time of writing, it’s unclear whether or not Brown or the other person on board, who has not been identified, faces any charges.

Do you have a story to share? Email me at [email protected]

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A cargo plane arriving from Dubai ran off the runway and into the sea while landing at Hong Kong International Airport. Two security workers on the ground were killed, and all four crew members were rescued.

A secret flight tip could help ensure your luggage is among the first pieces to appear on the carousel once you’ve landed, and it doesn’t involve ‘fragile’ stickers

Airport journeys can be riddled with anxiety, from the nail-biting security queues to the dread of misplaced luggage that only subsides once you spot your case on the conveyor belt. Whilst keeping a watchful eye ensures nobody mistakenly grabs your bag, a clever hack could see you retrieving your suitcase ahead of the crowd after landing.

Travel experts at Escape.com have shared a cunning strategy: check in your luggage as late as possible without risking missing your flight. Airport ramp worker and gate agent Thomas Lo Sciuto revealed the insider knowledge: “Your best option is to be one of the last passengers to check your bags.

“This is because bags will always be loaded front to back on the bag carts.”

Yet timing alone doesn’t guarantee success. Occasionally, it’s down to the way you pack your belongings, reports the Mirror US.

If leaving check-in until the eleventh hour fills you with dread, SmarterTravel discloses that some carriers – such as Delta at London Heathrow Airport’s Terminal 3 – organise luggage by dimensions to achieve proper weight balance aboard the aircraft, suggesting an alternative approach worth considering.

Hand over your case at the check-in desk and curious about its journey afterwards?

Your luggage is sorted into large containers, or “cans”, which can carry multiple bags for easier transport.

As per travel site SmarterTravel: “In other words, how far back your bag ends up depends on the weight of the can and the needs of the plane, not when you check it.”

It’s worth noting that single-aisle planes usually store checked luggage in a holding area before being loaded onto the aircraft shortly before take-off. Thus, suitcases are likely to be loaded in the order they were checked in.

However, checking in early may actually work against you – your bag could be put at the back of the storage space and loaded last, although it would probably be the first to be unloaded.

Want to avoid a lengthy wait at the baggage carousel?

Marking your suitcase as “fragile” could do the trick. News site news.com.au suggests that labelling your suitcase “fragile” can result in ground staff loading your bag last, which means they could unload it first.

Suitcases are also more likely to be processed in batches, meaning the order may not always be the same.

But remember to remove any old “fragile” labels from a previous trip.

You can also jazz up your luggage with ribbons, brightly coloured labels, or a unique name tag so it’s easily spotted.

Travelling with only hand luggage is the quickest way to breeze through the airport.

However, to avoid having to check your bag in, make sure it meets the airline’s specific requirements.

A personal item, often referred to as a small bag, should fit under the seat in front of you and typically shouldn’t exceed 40x30x20cm.

Hand luggage must be stowed in the overhead locker. They usually weigh up to 10kg and are no larger than 56x45x25cm.

Among UK airlines, British Airways typically offers the most generous free hand luggage allowance on its basic fares.

Passengers are allowed to bring one 23kg hand luggage bag (56x45x25cm) and one smaller personal item (up to 40x30x15cm) free of charge.

Jet2 and Virgin Atlantic also allow a free hand luggage bag (10kg, 56x45x25cm) and a personal item. Always double-check with individual airlines before you travel.

In “The Last Frontier,” which premieres Friday on Apple TV+, a plane carrying federal prisoners goes down in the Alaskan wilderness outside a town where Frank Remnick (Jason Clarke) is the U.S. Marshal. Eighteen passengers survive, among them a sort of super-soldier we will come to know as Havlock (Dominic Cooper). Sad intelligence agent Sidney Scofield (Haley Bennett) is sent to the scene by her dodgy superior (American treasure Alfre Woodard).

I won’t go into it in depth, especially given the enormous number of reveals and reversals that make up the plot; pretty much everything not written here constitutes a spoiler. The production is excellent, with well-executed set pieces — the plane crash, a tug-of-war between a helicopter and a giant bus, a fight on a train, a fight on a dam. (I do have issues with the songs on the soundtrack, which tend to kill rather than enhance the mood.) The large cast, which includes Simone Kessell as Frank’s wife, Sarah — they have just about put a family trauma behind them when opportunities for new trauma arise — and Dallas Goldtooth, William Knifeman on “Reservation Dogs,” as Frank’s right hand, Hutch, is very good.

It’s as violent as you’d expect from a show that sets 18 desperate criminals loose upon the landscape, which you may consider an attraction or deal killer. (I don’t know you.) At 10 episodes, with a lot of plot to keep in order, it can be confusing — even the characters will say, “It’s complicated” or “It’s not that simple,” when asked to explain something — and some of the emotional arcs seem strange, especially when characters turn out to be not who they seem. Things get pretty nutty by the end, but all in all it’s an interesting ride.

But that’s not what I came here to discuss. I’d like to talk about snow.

There’s a lot of snow in “The Last Frontier.” The far-north climate brings weather into the picture, literally. Snow can be beautiful, or an obstacle. It can be a blanket, as in Eliot’s “Winter kept us warm, covering Earth in forgetful snow,” or a straitjacket, as in 2023’s “A Murder at the End of the World,” a Christie-esque murder mystery that trapped the suspects in an Icelandic luxury hotel. It’s part of the aesthetic and part of the action, which it can slow, or stop. It can be deadly, disorienting, as when a blizzard erases the landscape (see the first season of “Fargo”). And it requires the right clothes — mufflers, fur collars, wool caps, big boots, gloves — which communicate coziness even as they underscore the cold.

The snowy landscape in shows like “The Last Frontier” is part of the aesthetic and action.

(Apple)

Even when it doesn’t affect the plot directly, it’s the canvas the story is painted on, its whiteness of an intensity not otherwise seen on the screen, except in starship hallways. (It turns a moody blue after dark, magnifying the sense of mystery.) Growing up in Southern California — I didn’t see real snow until I was maybe 10? — I was trained by the movies and TV, where all Christmases are white if the budget allows, to understand its meaning.

It was enough that “The Last Frontier” was set in Alaska (filmed in Quebec and Alberta) to pique my interest, as it had been for “Alaska Daily,” a sadly short-lived 2022 ABC series with Hilary Swank and Secwépemc actor Grace Dove as reporters looking into overlooked cases of murdered and missing Indigenous women. This may go back to my affection for “Northern Exposure” (set in Alaska, filmed in Washington state), with its storybook town and colorful characters, most of whom came from somewhere else, with Rob Morrow’s New York doctor the fish out of water; “Men in Trees” (filmed in British Columbia, set in Alaska) sent Anne Heche’s New York relationship coach down a similar trail. “Lilyhammer,” another favorite and the first “exclusive” Netflix series, found Steven Van Zandt as an American mobster in witness protection in a Norwegian small town; there was a ton of snow in that show.

It serves the fantastic and supernatural as well. The polar episodes of “His Dark Materials” and “Monarch: Legacy of Monsters,” the icebound sailing ships of “The Terror” live large in my mind; and there’s no denying the spooky, claustrophobic power of “Night Country,” the fourth season of “True Detective,” which begins on the night of the last sunset for six months, its fictional town an oasis of light in a desert of black. In another key, “North of North,” another remote small town comedy, set in Canada’s northernmost territory among the Indigenous Inuit people is one of my best-loved shows of 2025.

But the allure of the north is nothing new. Jack London’s Yukon-set “White Fang” and “The Call of the Wild” — which became an Animal Planet series for a season in 2000 — entranced readers back around the turn of the 19th century and are still being read today.

Of course, any setting can be exotic if it’s unfamiliar. (And invisible if it’s not, or annoying — if snow is a thing you have to shovel off your walk, its charm evaporates.) Every environment suggests or shapes the stories that are set there; even were the plots identical, a mystery set in Amarillo, for example, would play differently than one set in Duluth or Lafayette.

I’ll take Alaska.

The aircraft was forced to make an emergency landingafter issuing a ‘fuel Mayday’ as it travelled to Prestwick Airport in Glasgow from the Italian city of Pisa

A Ryanair flight was forced to make a dramatic emergency landing after coming within six minutes of “running out of fuel”. An investigation has been launched into the incident involving a Malta Air flight, operating on behalf of Ryanair.

The plane was en route from Pisa, Italy, to Prestwick Airport in Glasgow on October 3 when it issued a “fuel Mayday”.

The aircraft had to make an emergency landing in Manchester after the cockpit crew issued a 7700 squawk code – the universal signal for a general emergency. Before this, the plane made several unsuccessful attempts to land at both Prestwick and Edinburgh airports.

Nearly two hours later, it safely touched down in Manchester. Upon landing, the plane had only 220kg of fuel left – enough for just five or six minutes of flying.

Passenger Alexander Marchi revealed that the chaos began even before they took off from Pisa, as protestors managed to storm the tarmac amid a strike.

A passenger told the Ayr Advertiser: “After leaving late from Pisa because of a general strike and protesters invading the tarmac at the airport we were worried that we wouldn’t get to Prestwick before the storm hit.

“Everything was fine until we started our descent. The plane was circling a few times before trying the first time but pulling up almost immediately.”

More than 40,000 people tracked the plane as it failed to land at Prestwick before attempting to touch down in Edinburgh, again without success. The flight eventually landed in Manchester, with passengers on board eventually reaching South Ayrshire via bus 10 hours late.

Upon landing, the aircraft had just 220kg of fuel remaining in its tank – sufficient for merely five or six minutes of flight time, according to reports.

Passenger Alexander Marchi revealed the mayhem began before they’d even departed from Pisa, as demonstrators managed to breach the runway during industrial action.

He told Ayr Advertiser: “After leaving late from Pisa because of a general strike and protesters invading the tarmac at the airport we were worried that we wouldn’t get to Prestwick before the storm hit.

“We were told we would try one more time or we’d have to go to Manchester. The second time it was a very bumpy ride and we almost reached the tarmac, but at the last minute we pulled up very sharply.

“We realised how bad things had been after seeing the images after finally landing at Manchester with almost no fuel. There was a lot of relief.

“People were wanting to get off and definitely were not up for flying any time soon. “

A Ryanair spokesman said: “Ryanair reported this to the relevant authorities on Friday (Oct 3). As this is now subject of an ongoing investigation, which we are cooperating fully with, we are unable to comment.”

Holiday-maker Jason Hall was heading home after a nine-day break in Cyprus with his 13-year-old daughter when they found themselves ‘abandoned’ at the wrong airport

A holidaymaker vowed to boycott an airline after he and his daughter were left ‘abandoned’ overnight.

Jason Hall, 54, had been enjoying a nine-day getaway with his 13-year-old daughter in Cyprus, and they had been due to land at Birmingham Airport at 5.30pm on August 6. But, after a small aircraft crash-landed on the runway, their flight was diverted to Cardiff Airport, arriving at 6.10pm.

Passengers on the aircraft were promised that return transport would be arranged for them – but, according to Jason, that did not take place. He has gone on to slam the company’s ‘shocking’ after-care.

Jason, of Clayton, told StokeonTrentLive: “I can’t complain about the holiday – it was lovely. Coming back was where the trouble started. We were promised that we’d be provided with coach travel back to Birmingham – I didn’t mind, these things happen sometimes.

“We spent an hour-and-a-half collecting our bags because they weren’t expecting two massive 300-passenger TUI planes in. But once we’d got our things, we couldn’t see a single member of TUI staff in the whole airport. We left for the car park, and there were around 450 people stood waiting for these coaches.”

READ MORE: Ryanair passenger ‘stunned’ to receive ‘worst food ever’ on flightREAD MORE: ‘I had to leave my son, 5, at home during my holiday after my simple admin error’

He continued: “Eventually, a member of staff from Cardiff Airport – not a member of TUI staff – came out to tell us that three coaches had already been and gone. But if you think that a coach can hold roughly 50 people, that was nowhere near enough for the 600 of us who had landed.

“There were young families, children, kids in wheelchairs, all sorts of people left with no way of getting home. We stood in the car park for around an hour waiting for some sort of direction. Then everybody’s phone went off at the same time. It was an email from TUI informing us that they could not get us home and that we’d need to make our own arrangements.”

Passengers left stranded at Cardiff Airport were told that the airline was ‘having issues sourcing transport’ and encouraged passengers to pay for their own travel arrangements. TUI promised customers it would compensate them in full for any extra costs after their journey.

“We were all just abandoned by TUI,” Jason explained. “There were students and people who didn’t have the money to pay for this up front. Some people were getting local taxis that were costing £350. Others were getting Ubers which were costing £450. Within half an hour, you couldn’t even book one. They’d all gone.

READ MORE: ‘Jet2 gave me a broom cupboard for a hotel room in holiday from hell for bizarre reason’

“I made a decision to get a nearby hotel room for me and my daughter, as I didn’t want to make her sleep in the airport. We got a little room down the road for £85. We couldn’t physically get home. There were no taxis and you couldn’t get a train until the next day.

“The next morning, we went to the station and caught four different trains. We went from Cardiff to Bristol, Bristol to Birmingham New Street, and Birmingham New Street to the airport. When we finally arrived back to the car, I’d got a parking fine.”

Jason’s disastrous journey home led him to miss a day’s paid work as well as the £85 hotel bill, £100 in train fares, and the £60 parking ticket. But he claims TUI refused to compensate his costs in full.

He added: “They only offered to pay for my train fares. I explained the rest of my additional costs, but they just weren’t interested. They made out as if I should have just gone straight back, but that wasn’t possible. The duty of care and customer service was just non-existent.

READ MORE: Mum and kids driven ‘out of our minds’ as they’re ‘stranded’ after TUI cancellation

“It was absolutely shocking. I’ll never use them again. They’re fine so long as everything runs smoothly. But as soon as there’s some kind of incident, it seems they just don’t want to look after you at all. The bare minimum is ensuring they can get you to your destination – not just abandon you somewhere else.”

TUI has since repaid Jason in full.

A spokesperson for TUI UK & Ireland said: “We would like to apologise to all customers impacted by this unexpected flight diversion, which was unfortunately out of our control. We always strive to provide our customers with the best possible travel experience, and we understand that this situation impacted the end of their holiday.

“We have been in direct contact with all customers, including Mr Hall, and have arranged refunds for out-of-pocket expenses.”

Right above the shores of Huntington Beach, a retired American subsonic T-33 fighter jet darted across the blue canvas of a clear afternoon sky, leaving a spiraling plume of smoke in its wake.

The aeronautical scene is a familiar sight in the coastal city this time of year. The Pacific Airshow, an annual three-day civilian and military aerobatic display that touts advanced maneuvers and aerial military might, has drawn thousands of aviation enthusiasts to Huntington Beach and the Australian Gold Coast since its inception in 2016.

Janet Cardena, who has attended every Pacific Airshow, said experiencing the raw physical power of the planes keeps her coming back.

“I’m down by the water and I feel the jets while they do their flyover, and the rumble — your body shakes like a building when there’s an earthquake,” Cardena said. “Then the smell of the gas. …It’s amazing for me.”

However, this year, there was a notable force of nature and technology missing from the spectacle.

Due to the congressional deadlock over the budget and subsequent federal shutdown, the U.S. military — perhaps the most prominent Pacific Airshow draw — would not be in attendance over the October 3-5 weekend.

“We have been advised that U.S. military assets will not be able to participate in this year’s event,” Airshow Director Kevin Elliott said in a statement. “While this is certainly disappointing news, we are excited to share that Pacific Airshow Huntington Beach will continue as scheduled.”

People line the beach to watch the Grumman Albatross Water Landing aircraft during the Pacific Airshow.

(Allen J. Schaben/Los Angeles Times)

To some, the sky might as well have fallen.

“When we’re trying to bring our kids out here to have fun, and I’m like, ‘well, sorry, no Marine Corps planes,’ it’s pretty disappointing,” said Ryan, a former Marine who chose not to share his last name out of privacy concerns. “I was in the invasion of Iraq, and so we had a lot of fixed wings coming over, dropping bombs, so I tend to get kind of emotional.”

The Pacific Airshow has had its fair share of hitches before — many outside of organizer’s control. Last year, viewers were subject to a thick marine layer that clouded the skies and nearly obstructed the view of the few planes that still went up. In 2021, an oil spill off the coast of Huntington Beach forced a cancellation of the last day of the weekend.

This year, the show went on, though without what many believe is the main attraction. There was still a beachful of attendees, staring at the sky in anxious anticipation of the intestine-rattling blast of plane engines from not-so-far above.

The Canadian Forces Snowbirds fly in formation over the Huntington Beach Pier on Friday.

(Allen J. Schaben/Los Angeles Times)

The British Royal Air Force and Canadian Armed Forces acted as substitutes for the U.S. Air Force, some members of which strolled around the event uniformed and at booths hosting pull-up challenges and recruitment efforts near the food vendors.

“That’s one thing I do miss, is the scene where the F-35s and the Thunderbirds play,” said Janet Kondos, an Air Force veteran. “It is what it is, they got to do what they have to do.”

Royal Air Force paratroopers drew a grand applause after a coordinated display of parachute work that saw them float down to the shores. After a Red Bull aerobatic helicopter improbably flipped over its rotor and pulled itself out of a dive at the last second, a group of children near the shore started imitating the maneuver in somersaults.

Emma McDonald, an Australian pilot who flew a petite Extra 300L aerobatics plane, darted directly into the sky at a near-90-degree angle about midway through the program, which caused the audience to hold their collective breath as the aircraft plateaued. McDonald yanked the plane from an upright position and tumbled over into a glide, drawing gasps that transformed into cheers.

“That’s it!” one attendee shouted. “Keep it up!”

A crowd formed on the beach to watch the Pacific Airshow on the first day Friday.

(Allen J. Schaben/Los Angeles Times)

Although there was little American military spirit in the sky, the patriotic spirit on the ground was indelible, reminiscent of a Fourth of July celebration. Children ran and played in the water, couples with full beach setups caught a slight buzz in the sweltering heat and American flags decorated the sands like a planet conquered.

“We did the Miramar Air Show before and they had a whole Marine Corps infantry display where they get off the helicopters and then they do the whole attack,” Ryan said. “It would be pretty cool with our equipment here, as opposed to the Royal Air Force.”

Despite not having the most current U.S. fleets, crowds were still privy to a history lesson in American aviationthroughout the program. A World War II B-29 Superfortress, a B-25 Mitchell bomber and Vietnam-era Grumman Albatross all made impressionable appearances.

A helicopter flown by Aaron Fitzgerald flips during the Pacific Airshow on Friday. .

(Allen J. Schaben/Los Angeles Times)

To some, the opportunity to be so close to some of the crowning achievements in aeronautics was personal.

“Out of all the dreams that I had as a kid, that’s the one thing I wanted to do, like I want to fly an Apache, I wanted to fly a jet,” said Cardena. “But growing up, there weren’t women that were pilots and so this is as good as it gets for me — this is as close as I can get to them.”

Cardena still found herself slightly disappointed with the consequences of a federal shutdown. She had looked forward to seeing the planes and helicopters she grew up wishing she could fly, but unfortunately, it was not her year.

As Cardena reflected, a Royal Air Force C-17 temporarily blotted out the sun and covered the beachgoers with a gargantuan shadow as it passed over Huntington.

THIS is the nerve-wracking moment a Ryanair plane is forced to abort landing in Storm Amy’s 90mph winds.

The dramatic footage shows the pilot unable to land the aircraft at Dublin Airport on Friday.

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It comes as Storm Amy swept in on Friday with wind speeds of over 90mph, sparking widespread travel chaos for millions.

Video footage shows the Ryanair plane descending as it approaches the runway at Dublin Airport.

The aircraft can be seen buffeted by strong winds on its way down, knocking it of course as it nears the tarmac at speed.

Just moments before it is due to touch down, the pilot suddenly aborts the landing.

They then pull the plane back up as its forced to go around the airport before it attempts to make another landing.

A plane spotter posted the footage to social media on Friday, alongside the caption: “Ryanair plane has to do a go around because of the high winds.”

Hundreds of users flocked to the comments with some claiming they were on the flight itself.

“I was on that plane, was a very hairy land,” one posted.

Others claimed that it was the “worst flight of my life” and that this was one of two failed landing attempts before the plane diverted to Manchester.

“That plane was like being on the worst roller coaster ride ever, what you see in that video, doesn’t do justice to what went on onboard,” stated another.

According to them, other passengers were panicking and an “elderly gentleman had to be taken from Manchester Airport straight to the hospital”.

Storm Amy is expected to cause further travel disruption across the UK and Ireland on Saturday with flights, rail and ferry services cancelled.

Belfast International Airport said it was expecting delays on Saturday and advised passengers to check with their airlines.

Due to winds reaching up to 100mph in some areas, “risk to life” warnings have been issued too.

Irish Police confirmed on Friday that a man in his 40s had died following a “weather related incident”.

While over 234,000 homes were also left without power across Ireland with thousands in Scotland also facing continued power outages.

The Scottish island of Tiree has recorded the highest wind speeds at 96mph while a provisional October record for Northern Ireland was set with 92mph gusts in County Londonderry.

An amber wind warning has been issued for the north of Scotland until 9pm on Saturday with yellow warnings covering the whole of Scotland, the north of England and north Wales until the end of the day.

A yellow wind warning will run until 7pm for the rest of England and Wales.

Additionally, yellow warnings for rain are in place in north and west Scotland until midnight and in Northern Ireland until noon.

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New pictures offer the best look to date of an Air Force HC-130J Combat King II combat search and rescue aircraft (CSAR) carrying an Angry Kitten electronic warfare pod. Originally developed to simulate enemy electronic warfare attacks during training and testing, Angry Kitten has been evolving into a system that could help protect friendly aircraft from those threats during real combat missions. Pairing HC-130Js and the pods is now being eyed as part of the answer to an increasingly vexing question of how to provide adequate CSAR coverage for future operations in and around heavily contested airspace.

Fred Taleghani of FreddyB Aviation Photography caught the HC-130J Combat King II with the Angry Kitten pod flying around Point Mugu, California, back on September 11. The aircraft in question belongs to the California Air National Guard’s 129th Rescue Wing, which is based at Moffett Federal Airfield, situated some 275 miles to the northwest. HC-130Js can support CSAR missions in various ways, including by helping to deploy pararescuemen, refueling HH-60W Jolly Green IIs and other helicopters, as well as Osprey tilt-rotors, in mid-air, and acting as airborne command and control nodes.

The Angry Kitten pod is seen mounted via a Special Airborne Mission Installation and Response (SABIR) system installed in place of the HC-130J’s left rear paratrooper door. SABIR includes a pylon on an arm that can be extended below the aircraft’s fuselage while in flight, giving whatever is loaded onto it a more unobstructed field of view. The replacement paratrooper door also features an enlarged observer’s window. It can be fitted with a chute for launching sonobouys, smoke markers, and other similar tubular payloads, though it is not clear if that capability is installed on this Combat King II. The port for the chute is visible, but it may be blanked off. The U.S. military and foreign armed forces use SABIR as a relatively simple way to integrate other sensors and systems onto different C-130 variants, as you can read more about here.

The Angry Kitten-toting HC-130J is understood to have been in the Point Mugu area at the time to take part in the U.S. Navy-led Gray Flag 2025 test and evaluation exercise, which ran between September 5 and 19. It was staged out of Naval Base Ventura County and involved sorties over the expansive Point Mugu Sea Range. Gray Flags are regularly used to showcase new and improved munitions and other advanced capabilities, such as electronic warfare systems, including ones that are still in development. Units from across the U.S. military, as well as key American allies, routinely take part. Combat King IIs have participated in these exercises in the past.

As noted, Angry Kitten is not new. Georgia Tech Research Institute (GTRI) began development of the podded system in 2013, and it first started flying under the wings of F-16 Viper fighters in 2017. Angry Kitten is an outgrowth of the AN/ALQ-167 electronic warfare pod, variants of which have been in use for decades, primarily to mimic hostile electronic warfare threats for training and testing purposes. There are also documented examples of AN/ALQ-167s being used on aircraft during actual combat missions, at least on an ad hoc basis.

Unlike the older AN/ALQ-167s, Angry Kitten is designed to be more readily modifiable and updatable to more rapidly adapt in parallel with the threat ecosystem. This is enabled in part by advanced Digital Radio Frequency Memory (DRFM) technology, which allows radio frequency (RF) signals to be detected and ‘captured,’ as well as manipulated and retransmitted. Electronic warfare systems that use DRFM can project signals from hostile radars (and radar seekers on missiles) back at them to create false or otherwise confusing tracks. Data collected via DRFM can also be used to help improve and refine the system’s capabilities, as well as for other intelligence exploitation purposes.

In general, electronic warfare systems need to be able to accurately detect, categorize, and respond to waveforms based on information contained in their built-in threat libraries to work most effectively. This, in turn, requires specialists to routinely reprogram systems to keep them as up to date as possible. Automating and otherwise shortening that process at every step of the way by developing what are known as cognitive electronic warfare capabilities has become a major area of interest for the entire U.S. military. The absolute ‘holy grail’ of that concept is an electronic warfare system capable of adapting its programming autonomously in real-time, even in the middle of a mission, as you can read more about here.

With all this in mind, and given prior operational use of the AN/ALQ-167, it’s not hard to see how interest has grown in using Angry Kitten to help shield friendly aircraft from threats during real-world missions.

“We had a jammer called ‘Angry Kitten.’ It was built to be an adversary air jamming tool,” now-retired Air Force Gen. Mark Kelly, then commander of Air Combat Command (ACC), told TWZ and other outlets back in 2022. “And all of a sudden, the blue team said, ‘you know, hey, we kind of need that, can we have that for us?’ And so I see this iterating and testing our way into this.”

To date, in addition to F-16s and HC-130s, Angry Kitten is known to have flown on Air Force A-10 Warthog ground attack jets and MQ-9 Reaper drones, as well as Navy F/A-18s fighters. As of March, the Air National Guard Air Force Reserve Command Test Center (AATC) said there were plans to at least evaluate the pod on KC-135 and KC-46 aerial refueling tankers.

It’s also interesting to note the parallels here with the U.S. Marine Corps’ Intrepid Tiger II electronic warfare system, which has been fielded in different podded forms for the AV-8B Harrier jump jet and the UH-1Y Venom armed light utility helicopter. A roll-on/roll-off version for the MV-22 Osprey tilt-rotor is in development, and there are plans to integrate the capability in some form onto the KC-130J tanker/transport. Different variants of Intrepid Tiger also offer degrees of secondary intelligence-gathering capabilities.

AATC has also explicitly highlighted the potential benefits of combining Angry Kitten with the HC-130J in the context of the CSAR mission.

“Angry Kitten pod is showing promising results in protecting larger radar cross-section (RCS) platforms that traditionally lack robust electronic warfare capabilities,” according to a release AATC put out in March. “This success is particularly significant for combat search and rescue platforms that often operate in contested environments without electronic warfare protection.”

“We had minimal hopes for what we could do for larger body aircraft, but it’s showing that we actually have good effects,” Chris Culver, an electronic warfare engineer involved in the work, had said.

For years now, TWZ has been highlighting growing concerns about the basic feasibility of traditional fixed-wing CSAR aircraft and helicopters performing their mission amid a threat ecosystem that is steadily expanding in scale and scope. Future high-end fights, such as one against China in the Pacific, will involve air operations in areas where even stealthy platforms are expected to be increasingly at risk. In 2022, the Air Force announced it was scaling back purchases of new HH-60W CSAR helicopters in light of this reality. Top service officials have talked in the past about having to approach this still critical mission set differently going forward.

“There are a lot of other assets around that, if somebody goes down at sea, for example, we could use to pick them up,” then-Secretary of the Air Force Frank Kendall said in 2023. “We’re going to do it [the CSAR mission] with existing assets, either our own or provided by other military departments.”

Many of these same general concerns apply to the Air Force’s existing non-stealthy KC-135 and KC-46 tanker fleets. Air Force officials regularly point to add-on defensive capabilities, which might include Angry Kitten, as one near-term option for increasing the survivability of its key aerial refueling assets.

Integrating Angry Kitten on larger aircraft could have other implications as another important stepping stone for new cognitive electronic warfare capabilities.

“The C-130 testing features innovative real-time updates to electronic warfare techniques,” according to the AATC release in March. “Unlike the F-16 tests, where pre-programmed mission data files were used, the C-130 testing includes development engineers aboard the aircraft who can modify jamming techniques mid-mission based on feedback from range control.”

“They are making changes [in] real-time to the techniques and pushing updates to the pod, seeing the change in real-time,” Culver, the electronic warfare engineer, had also said. “This approach allows for rapid optimization of jamming techniques against various threat systems.”

A follow-on Advanced Test and Training Capability (ATTACK) pod, also referred to unofficially as Angry Kitten Increment 2 Block 2, is also now in the works. The “next-generation system will feature a complete hardware refresh, transitioning from analog to digital receivers for improved sensitivity and frequency agility,” according to AATC.

Altogether, the HC-130J seen carrying the Angry Kitten pod around Point Mugu earlier this month is an important sign of things to come.

Contact the author: [email protected]

The U.S. Air Force is reportedly examining the possibility of fielding stealthy flying-wing aircraft that could serve as ‘arsenal planes’ loaded with air-to-air missiles. The broader concept is one that we have discussed in the past, including in relation to a version of the B-21 Raider stealth bomber. According to an article from Air & Space Forces Magazine, the Air Force is also considering other potential flying-wing platforms to fill this air-to-air role.

A senior Air Force official told Air & Space Forces Magazine that this kind of arsenal plane was being studied as part of the Air Force’s plans for how to deal with a high-intensity conflict fought with China in the Indo-Pacific region. The stealthy flying-wing aircraft would be armed with “dozens” of air-to-air missiles, the article states.

According to a former top Air Force official speaking to Air & Space Forces Magazine, “there wasn’t a compelling argument” for an air-to-air version of the B-21 in the past, even though it had been discussed. But the prospect of an air war with China and its rapidly evolving air combat capabilities seems to have changed that stance.

Currently, the study is still at an early stage, but it’s intriguing, to say the least, that the Air Force is looking at the possibility of engaging other manufacturers and employing different platforms than the B-21, which is now deep in flight test.

The same official told the publication that an arsenal plane of this kind would be one way of providing a supplement to or even taking the place of some of the Air Force’s new Collaborative Combat Aircraft (CCA) drones it intends to press into service in the coming years. “There are other ways of achieving ‘affordable mass’ than darkening the skies with CCAs,” the official said.   

The basic operational scenario would involve the arsenal plane providing additional air-to-air ‘magazine depth’ for crewed fighters, such as the F-22, F-35, and the future F-47. The fighters would be responsible for detecting and designating targets, which would then be engaged by long-range missiles launched from the arsenal plane, operating at a standoff distance, a concept that we have been discussing for years. CCAs could also be added to the mix. It’s worth noting that a lack of larger numbers of air-to-air missiles in their jets is a top complaint of F-35 and F-22 crews. Smaller missiles optimized for internal carriage and with shorter ranges are in the works to help mitigate this issue.

There is no mention of whether the arsenal plane would be crewed or not, but the idea of an uncrewed or optionally crewed version of the B-21 has been part of that program from the outset. Furthermore, work has already been done on a possible complementary drone for the B-21, as you can read about here. While this was originally pitched as a bomber drone, such a design could equally lend itself to becoming an air-to-air arsenal plane.

It’s interesting, too, that the idea of an air-to-air role for the B-21 has come up in the past.

Back in 2019, Air Force Maj. Gen. Scott Pleus, at that time the Director of Air and Cyber Operations for Pacific Air Forces (PACAF), discussed the possibility of a B-21 “that also has air-to-air capabilities” and can “work with the family of systems to defend itself, utilizing stealth…”

Even before those remarks, TWZ had explored how the new stealth bomber could serve in multiple roles, including in an air-to-air capacity, while Air Force officials had repeatedly alluded to its multi-function capabilities.

“Many of the B-21’s weapons, which will include everything from JDAMs, to Massive Ordnance Penetrators, to ultra long-range air-to-air missiles, will benefit from the Raider’s high perch,” TWZ wrote as long ago as 2017. “Even potentially lasers in the future will have more range due to this performance attribute.”

In December of last year, Air Force Chief of Staff Gen. David Allvin confirmed the service had not ruled out expanding the roles and missions of the B-21 as part of a reassessment of plans for its Next Generation Air Dominance (NGAD) initiative, which led to the F-47.

The latest Air Force thinking also includes the option of using an airframe other than the B-21 to achieve the same air-to-air task. This is apparently based on concerns about Northrop Grumman’s capacity to build the baseline bomber in addition to a potential air-to-air-tasked spinoff. At the same time, a full-specification B-21 version would be a very expensive asset, and likely its level of sophistication would not be required for an arsenal plane role. A stripped-down model, with no sensors and less communications capabilities, as well as possibly no pilots and slightly degraded stealth could drop that price considerably while leveraging the B-21’s basic airframe.

The Air Force’s publicly stated plan has long been to buy at least 100 Raiders. However, as we have talked about in the past, there is the potential that the B-21 force could ultimately become significantly bigger. In the meantime, Air Force Global Strike Command (AFGSC) has looked into the options for increasing B-21 production output, including the possibility of opening up another production facility.

Current estimates suggest that Northrop Grumman will be building 10 B-21s per year by the early 2030s. Even with funds to increase that output, it’s far from certain that there will be additional capacity for production of an air-to-air version as well.

Clearly, developing a new stealthy flying-wing arsenal plane from scratch would be a significant endeavor, although likely less costly than producing a high-end bomber for arsenal plane use. At the same time, a specialized design for the role could draw upon technologies developed not only for the B-21 but also for other advanced flying-wing programs, including ones in the classified realm.

While a dedicated air-to-air version of the B-21 might not find AFGSC favor, Raiders armed with air-to-air missiles for their own protection is another matter. This is underscored by evidence that PACOM has already included notional B-21s with air-to-air weapons in war games intended to learn about future campaigns fought against China.

Another option would be to expand (or include if it doesn’t have it already) air-to-air capability in the baseline B-21. Raiders with the option of employing air-to-air as well as air-to-ground weapons would ensure versatility, and these aircraft could even carry mixed load-outs if the mission required it. It should be noted, too, that the B-21 has a smaller weapons carriage capability than the current B-2 Spirit and, at least based on photos of the second aircraft, it lacks side bays for smaller weapons — this could change as development continues.

On the other hand, the B-21 is a very costly plane, and any weapons capacity given over to air-to-air munitions necessarily takes away from its primary bomber mission, something that AFGSC is unlikely to appreciate. It will also be tasked extremely heavily for its central strike role during a major conflict. So, if the B-21s were partially tasked with working as arsenal ships for fighters, more airframes would be needed, which could make taking on this role more agreeable to AFGSC.

In the meantime, there is apparently no shortage of long-range air-to-air missile programs that could yield suitable armament for an arsenal plane of this kind.

There are various very long-range air-to-air missile programs known to have been in the works in the United States, with more in the classified realm. The best known is the joint Air Force/Navy AIM-260, which will offer much greater range than the current AIM-120 AMRAAM, as well as other new and improved capabilities, but will put these in a missile with similar dimensions to the AIM-120. A Raider-sized aircraft could carry a huge number of AIM-260s.

At the same time, a platform the size of the B-21, or closer to its size, would also be capable of carrying outsized weapons beyond the scope of carriage by CCAs, or even crewed fighters, such as multi-stage air-to-air weapons. As for large, very long-range air-to-air missiles, one option very well-suited to the role would be the AIM-174, the air launched derivative of the surface-launched SM-6 missile. These are currently carried by U.S. Navy F/A-18 Super Hornets. Longer-ranged than any other air-to-air missile the U.S. military has ever fielded, it is also tailor-made for the Indo-Pacific theater, as you can see in the video below. Firing it at the direction of forward-operating fighters would very much fit the role of this new flying wing aircraft, which would be able to carry far more than fighters could.

Alternatively, instead of buying large flying wings each carrying dozens of missiles, the Air Force could acquire uncrewed combat air vehicles, or UCAVs, offering a longer range and better survivability than CCAs, as well as a far greater payload. The result would be a more survivable drone carrying a fighter-sized load of missiles. The apparent absence of UCAVs of any kind from Air Force plans is something we have discussed in detail before and have since followed up on.

If this option were to be pursued, it would go some way to address the limitations of a larger flying-wing platform carrying dozens of missiles at once. Simply put, those missiles can only be in one place at any given time. Buying more plentiful UCAVs would mean that they can be in many places at once, and losing a drone of this kind would be preferable to the Air Force losing many millions in the cost of a more exquisite flying wing platform and its missiles.

For its part, China is busily developing flying-wing drones, including stealthy UCAVs. Some of these drones are also notably large. Indeed, the latest of these may well even match this latest U.S. Air Force arsenal plane concept, at least by design, although we do not know its exact planned mission or stores configuration. Namely, this is a flying-wing drone with a ‘cranked kite’ planform, a bit smaller than a B-21, but likely with kinetic capabilities. Potentially, it could also be used in an air-to-air combat support role.

Other interesting parallels can be found between the new U.S. Air Force concept and naval programs for ‘arsenal ships.’ These vessels are intended to similarly increase magazine depth, lobbing air defense, land-attack, and anti-ship missiles in support of more conventional surface combatants. Some of these arsenal ships are also expected to operate uncrewed, while others will go to sea with a much-reduced crew complement.

Should the Air Force find funds for an air-to-air arsenal plane of whatever kind, the effect that would have on the CCA and other initiatives is unclear.

The statement that an unnamed senior Air Force official gave to Air & Space Forces Magazine suggests that a stealthy flying-wing aircraft armed with large numbers of air-to-air missiles could, to a degree, threaten CCA plans, although it could also be a very useful complement.

The CCA program, at least to begin with, is based around drones that can carry air-to-air missiles, meaning these drones can work closely with crewed aircraft, significantly extending their reach while enhancing lethality and survivability.

As it stands, the primary mission of the first increment of CCAs will be acting as flying ‘missile trucks’ supporting crewed combat jets, a fact reflected by the FQ (Fighter Drone) designations, for the General Atomics YFQ-42A and the Anduril YFQ-44A.

While CCAs would be expected to operate much closer to the enemy than an arsenal plane, they would not be able to carry anywhere near as many missiles — initially, just two AMRAAMs.

There are meanwhile efforts to extend the reach and flexibility of crewed fighters (and other platforms), including the LongShot drone, which is being developed specifically as an air-to-air ‘missile truck.’ The drone will carry the missiles forward to enhance the tactical lethality and especially the survivability of the launch platform. While it is planned to be cost-effective, the LongShot is not reusable, and each one will also carry just two missiles. At the same time, the LongShot could be an option to increase the reach of an arsenal plane, too.

Indeed, all of these smaller drones will have only a relatively limited weapons-carrying capacity. In this context, a larger stealthy flying-wing with capacious internal capacity becomes very compelling in terms of bringing the largest number of air-to-air missiles to bear against a numerically superior adversary, like China. Furthermore, depending on the degree of standoff range at which the arsenal plane could operate, it wouldn’t necessarily need the same degree of low observability as the B-21.

Also interesting is the timing of the new arsenal plane revelations, in terms of the F-47, which was always intended to be a spearhead of the Air Force’s future air superiority efforts, especially in the Indo-Pacific region.

While Boeing has started production of the first F-47 for the Air Force, with a first flight planned for 2028, there are questions about the final number of aircraft to be built and what they will cost, as well as its overall size (and capacity for weapons carriage).

The Air Force has said it plans to buy at least 185 F-47s, but potentially that figure might change going forward. There has also been discussion about the potential for multiple versions to be built in incremental developmental cycles. Meanwhile, with predictions that the F-47 might cost three times as much as the average F-35, this factor will very likely also play into acquisition plans.

Whatever the number of F-47s procured, the Air Force seems to consider that these, plus much larger quantities of F-35s and CCAs, might still not be enough to wrest air superiority from China over the vast distances of the Pacific, especially in any kind of prolonged campaign.

While it would come at a significant cost, a stealthy flying-wing aircraft packed with air-to-air missiles might just be one way of doing that.

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