radar

South Korea has selected an L3Harris Global 6500 bizjet-based solution for its new airborne early warning and control (AEW&C) aircraft. As we discussed at the time, Seoul launched its search for a new radar plane back in 2020, to bolster its current fleet of four Boeing E-737s, the South Korean version of the E-7 Wedgetail that has been selected by the U.S. Air Force, NATO, and the United Kingdom, and is in service with Turkey, South Korea, and Australia. Reports from earlier this year suggested that Boeing had already been eliminated or dropped out of the new South Korean AEW&C competition, something that the company appeared to deny.

According to L3Harris, the Defense Acquisition Program Administration (DAPA) has selected its proposal for its next-generation AEW&C program. The L3Harris solution allies a Bombardier Global 6500 airframe with the EL/W-2085 radar from Israel’s Elta. This series of radars is already used in AEW&C aircraft operated by Israel, Italy, and Singapore. It uses side-mounted active electronically scanned arrays (AESA), with additional antennas in the nose and tail helping to provide 360-degree coverage. 

For the South Korean bid, L3Harris had also been in competition with Sweden’s Saab, offering its Erieye Extended Range (ER) radar, also on a Global 6500 platform, a package known as GlobalEye.

According to South Korea’s Yonhap News Agency, DAPA chose the L3Harris option after it received a higher score following an evaluation.

Yonhap quoted DAPA as saying: “There was no significant difference in the evaluation of the performance of the target equipment, and L3Harris received high scores in the areas of operational suitability, domestic defense industry contribution, and operation and maintenance costs, while Saab received high scores in the areas of contract terms and acquisition costs. As a result of synthesizing the scores for each evaluation item, L3Harris received a high score.”

DAPA further stated: “Through this project, we expect to secure the ability to conduct constant aerial surveillance of enemy aerial threats in both wartime and peacetime, and to enable smooth execution of air control missions led by the Korean military.”

The four new AEW&C aircraft are due to be introduced by 2032, at a cost of 3.0975 trillion won (roughly $2.2 billion).

Exactly what happened to Boeing in the competition is unclear.

Having provided the Republic of Korea Air Force (ROKAF) with its four E-737s, under the Peace Eye program, it might have been viewed as a frontrunner in the second phase of the AEW&C acquisition.

In July of this year, reports emerged that the Boeing offering (again based on the E-7/E-737) had been removed from the South Korean competition.

At the time, Boeing provided the TWZ with the following statement: “We continue to support the U.S. government, the Defense Acquisition Program Administration, and the Republic of Korea Air Force on our offering for additional E-7 AEW&C aircraft via the Foreign Military Sale process. In addition to detecting, tracking, and identifying targets, the E-7 AEW&C provides unmatched battle management capabilities ideally suited to the ROKAF’s needs.”

Meanwhile, sources familiar with the acquisition told TWZ that Boeing had submitted a proposal and supporting documents for its bid, but that none of the bidders involved met all the requirements outlined in two previous rounds. As a result, DAPA reissued the request for proposals (RFP), albeit with no changes in cost or requirements. Although the U.S. government didn’t resubmit the Boeing offer, it apparently remained a bidder in the competition. Once the RFP was reissued, the U.S. government and Boeing together submitted a letter stating that the original proposal still stood, with the same price tag attached.

We have reached out to Boeing for an update on the competition, but reports from South Korea, at least, suggest that, by the end, the bidding was a two-horse race between L3Harris and Saab.

Once the ROKAF fields its new radar planes, they will be a critical part of a broader effort to significantly enhance the country’s intelligence, surveillance, targeting, and reconnaissance (ISTAR) capabilities. In particular, they will help shore up possible gaps in its aerial surveillance coverage as the threat from North Korea, as well as from China, continues to grow.

Seoul approved the new AEW&C acquisition plan in June 2020, with DAPA already discounting any potential domestic solution.

As we reported in the past, South Korea first identified an emerging airborne early warning requirement as long ago as 1980, which it deemed necessary due to the country’s topography. This limits the performance of ground-based radar stations.

However, the first phase of its AEW&C acquisition wasn’t launched until 2005. On that occasion, the Boeing E-7 was chosen in favor of a U.S.-Israeli consortium of Gulfstream, L3, and Israel Aerospace Industries/Elta offering the Gulfstream G550 Conformal AEW (CAEW) — a forerunner of the L3Harris Global 6500-based solution.

Interestingly, however, it seems that Seoul would have opted for the U.S.-Israeli product, especially due to its low acquisition and through-life costs, but export restrictions ruled this out, and the Boeing offer was selected by default in August 2006.

The resulting $1.6-billion Peace Eye project included four E-737 aircraft, the last of which was delivered in 2012.

But there have also been reports that the ROKAF may have been dissatisfied with its E-737s.

In October 2019, the South Korean daily newspaper Munhwa Ilbo reported on a ROKAF document that had been submitted to the Korean parliamentary National Defense Committee. It cited “frequent failures” in the period from 2015 to September 2019 that meant the E-737s had failed to meet a targeted availability rate of 75 per cent. This lack of airframes reportedly exposed gaps in South Korea’s air defense coverage due to aircraft being unavailable to maintain constant patrols.

These kinds of concerns will only have increased since then, as North Korea has only expanded its activities in the field of low-flying drones and cruise missiles, which have small radar signatures but pose a big threat to South Korea.

Since Seoul launched its latest AEW&C competition, Boeing has found additional customers for the E-7, with the U.S. Air Force and NATO choosing it to replace or partially replace their aging E-3 Sentry AWACS fleets.

However, the future of the U.S. Air Force E-7 procurement remains somewhat precarious, with a Pentagon plan to axe the acquisition, amid a push to eventually move most, if not all, of its airborne target warning sensor layer into space. In July of this year, the House Armed Services Committee made a move toward reversing that decision.

Meanwhile, the Pentagon has also now laid out plans to buy more of the U.S. Navy’s E-2D Hawkeye AEW&C aircraft to mitigate any capability gaps in the interim.

Whatever is decided, the U.S. Air Force’s E-7 program had already suffered notable delays and cost growth, which the Pentagon has said were major factors in the cancellation decision.

With all that in mind, today’s decision in South Korea looks like especially bad news for Boeing.

It should also be recalled that the Global 6500 is a new platform for this technology. It would appear that L3Harris will have to reintegrate the entire CAEW configuration, including its conformal systems, and flight-test it on a new airframe. With the production of the G550 ended, this would appear to be the only solution if a new-build airframe is to be used. We have asked the company for more details on this process.

The Motley Fool just updated its report on the 10 largest consumer staple companies. You probably know every name on the list, which includes retail giants like Walmart (NYSE: WMT), product makers like Procter & Gamble (NYSE: PG), and tobacco companies like Philip Morris International (NYSE: PM). Also on that list is a Dividend King food and beverage company that has a historically high yield. Here’s why it could be the best opportunity for investors today.

What does PepsiCo do?

To get right to the crux of the topic, PepsiCo (PEP 1.12%) is the company in question. It sits at No. 7 on the list of the largest consumer staple companies, with a market cap of around $200 billion. It is one of three beverage makers on the list, the other two being Coca-Cola (KO 0.94%) at No. 4 and Anheuser-Busch InBev (NYSE: BUD) at No. 10.

Image source: Getty Images.

Unlike those other two, however, PepsiCo’s business extends well beyond beverages. It also has leading positions in the salty snack (Frito-Lay) and packaged food (Quaker Oats) segments of the sector. It is one of the most diversified companies on the top-10 list. Only Unilever (NYSE: UL), which makes household products and food, has a similar degree of diversification.

PepsiCo, meanwhile, stands toe to toe with every company on the list with regard to name recognition. For more direct peers, those that manage brands and are not retailers, it can compete equally on distribution, marketing, and product development. And, like all the other names on the list, PepsiCo is large enough to act as an industry consolidator, buying smaller companies to round out its brand portfolio and keep up with consumers’ buying habits.

The proof of the business’s strength and resilience is best highlighted by the fact that PepsiCo is a Dividend King. It has increased its dividend annually for 53 consecutive years, which is not something a company can achieve if it doesn’t have a strong business model that gets executed well in both good times and bad. For reference, other Dividend Kings on the list include Walmart, Coca-Cola, and Procter & Gamble.

WMT data by YCharts.

This is not a good time for PepsiCo 

Among the sub-grouping of large consumer staples companies that are also Dividend Kings, PepsiCo has been the laggard in recent years. To put a number on that, PepsiCo’s 2.1% organic sales growth in the second quarter was less than half the 5% growth of Coca-Cola, its closest peer. No wonder PepsiCo’s stock is down more than 20% from its 2023 highs, the worst result from the Dividend Kings grouping. That also puts PepsiCo into its own personal bear market.

However, the market’s negative view of PepsiCo could be an opportunity for long-term dividend investors. For starters, history suggests that PepsiCo will muddle through this rough patch, as it has done many times before. Second, the company is already making moves to improve performance, including buying a Mexican-American food maker and a probiotic beverage company. Third, falling share price has pushed its dividend yield up to 3.8%, which is toward the high end of the stock’s historical yield range.

That last point suggests that PepsiCo stock is cheap right now. This view is backed up by the fact that the company’s price-to-sales and price-to-book-value ratios are both well below their five-year averages. The company’s price-to-earnings ratio is sitting around the longer-term average. This is an opportunity if you think in decades and not days.

The time to jump is now

The interesting thing here is that PepsiCo is actually the best-performing stock on the top 10 list over the past three months. It seems investors are beginning to recognize the potential. But given how far the stock has fallen, it is still flying under the radar a bit. If you like owning Dividend Kings with reliable businesses, PepsiCo can still be an attractive long-term investment to add to your portfolio… if you act quickly.

The U.S. Air Force is hoping to finally kick off flight testing of the new AN/APQ-188 radar for the B-52 shortly. The B-52 Radar Modernization Program (RMP), a key element of a larger plan to deeply upgrade the bombers, has been beset by delays and cost overruns, which led to a review of its main requirements.

Air Force Lt. Gen. Andrew Gebara, Deputy Chief of Staff for Strategic Deterrence and Nuclear Integration, gave an update on the B-52 radar upgrade effort during a virtual talk yesterday hosted by the Air & Space Forces Association’s Mitchell Institute for Aerospace Studies. Raytheon is the prime contractor for the AN/APQ-188, an active electronically scanned array (AESA) type also known as the Bomber Modernized Radar System. The Air Force plans to replace the Cold War-era mechanically scanned AN/APQ-166 radars in each of the 76 B-52Hs in service now with the AN/APQ-188. Once they receive the new radars, as well as all-new engines and a host of other upgrades that you can learn more about here, the bombers will be redesignated as B-52Js, and are expected to continue flying through 2050.

The AN/APQ-188 is primarily based on the proven AN/APG-79 radar, versions of which are found on F/A-18E/F Super Hornet and EA-18G Growler jets in service with the U.S. Navy and others, as well as the upgraded legacy F/A-18 Hornets for the U.S. Marine Corps. It also incorporates technology from the AN/APG-82 found on Air Force F-15E Strike Eagles and F-15EX Eagle IIs.

“I believe that we are very close to getting that first radar to Edwards Air Force Base [in California] to begin flight test,” Gebara said. “I don’t have a specific date for you today, but I believe that is turning the corner, and I’m very eager, as a former B-52 pilot, very eager to see that get underway.”

Gebara’s comment here about “turning the corner” reflects the substantial schedule slips and cost growth that the B-52 radar upgrade program has experienced. Raytheon announced nearly two years ago that it had delivered the first AN/APQ-188 radar to the Air Force. Flight testing was supposed to begin in Fiscal Year 2024, but was then delayed to Fiscal Year 2026, which begins on October 1 of this year. This, in turn, has pushed back the expected timeline for reaching initial operational capability from Fiscal Year 2027 to the Fiscal Year 2028-2030 timeframe.

“Program officials stated that challenges related to environmental qualification, parts procurement, and software contributed to these delays,” according to a June report from the Government Accountability Office (GAO), a Congressional watchdog.

In January, the Pentagon’s Office of the Director of Test and Evaluation (DOT&E) had also released its most recent annual report on the B-52 radar upgrade program, covering work conducted during the 2024 Fiscal Year, which highlighted challenges with physically integrating the AN/APQ-188 into the bomber’s nose.

The delays have come along with cost growth. In May, the Air Force publicly disclosed that the price tag on the B-52 RMP had risen to the point of triggering a formal breach of the Nunn-McCurdy Amendment, a law designed to curtail runaway defense spending. This prompted a review of the program’s requirements and cost estimates.

“Part of what we did to control cost is to work at what are the main things that we need on this radar? As you may recall, we’re buying a radar that is largely a F-18 Hornet radar with some small modifications. We did that intentionally because that is what was on the market at the time,” Lt. Gen. Gebara explained yesterday. “It would actually cost us more if we asked [a contractor] to design the new radar.”

“Having said that, it doesn’t mean that we need everything on that radar that the Hornet had on it,” he continued. “We have a certain number of minimum things that we need to do to be able to do our B-52 mission. And so part of the cost saving [review] was looking at what are those things, to make sure that we’re prioritizing precious dollars on things that we need.”

Gebara added that the design of the AN/APQ-188 “does give us opportunities for growth in the future, if it comes to that.”

In March, the Air Force had put out a contracting notice seeking new information about radar options for the B-52, but the service insisted at that time that it was not abandoning the AN/APQ-188. Gebara was asked about this yesterday and said he was unaware of any consideration of an alternative radar.

How the aforementioned review of the B-52 RMP’s requirements might impact the full scale and scope of capabilities that the new AN/APQ-188 radars bring to the bombers, at least initially, remains to be seen. As TWZ has previously written:

“In general, AESA radars offer greater range, fidelity, and resistance to countermeasures, as well as the ability to provide better overall general situational awareness, compared to mechanically scanned types. Increasingly advanced AESAs bring additional capabilities, including electronic warfare and communications support.”

“For the B-52, any new multi-mode AESA will improve the bomber’s target acquisition and identification capabilities, including when used together with targeting pods available for the bombers now. New radars for the bombers will also be helpful when it comes to guiding networked weapons over long distances to their targets and could provide a secondary ground moving target indicator (GMTI) and synthetic aperture radar surveillance capabilities. The radar upgrade could help defend B-52s from air-to-air threats, including through improved detection of incoming hostile aircraft.”

The radar upgrade effort is not the only part of the larger B-52J modernization plan to be suffering from delays and cost increases. The Commercial Engine Replacement Program (CERP), which is working to replace the eight out-of-production TF33 turbofans that power each B-52H with an equal number of Rolls-Royce F130s, has also seen its schedule slip and price point grow. As it stands now, B-52s are not expected to begin flying operational missions with their new engines until 2033, three years later than expected and 12 years after the initial CERP contract was signed. The entire B-52H fleet may not be reengined until 2036.

The expected start of flight testing of the AN/APQ-188 soon does look to be an important step in the right direction for the B-52 radar upgrade effort after years of setbacks.

Contact the author: [email protected]

Footage has emerged taken from the cockpit of a Russian fighter jet, showing a U.S. Navy P-8A Poseidon maritime patrol plane fitted with a secretive radar pod during a mission over the Black Sea. The video underscores the growing importance of the P-8 for intelligence gathering in critical theaters such as the Black Sea, an active war zone, where a tense standoff continues between NATO and Russian assets, on the margins of the conflict in Ukraine.

The video in question was published on the Russian aviation-connected Fighterbomber channel on Telegram and shows a mission that reportedly took place today, August 27. Publicly available flight tracking data does show a Navy P-8 mission over the Black Sea today, although we can’t be sure it was the same aircraft involved.

A tweet with embedded flight tracking data shows a P-8 flight from today, out of Naval Air Station Sigonella, Italy, and flying for four hours over the Black Sea, including at a distance of around 50 nautical miles from Russian airspace, off the Black Sea city of Sochi:

It’s also unclear what Russian aircraft was involved, although it is certainly a fighter from the Flanker series, perhaps a Su-35S, a type that has been noted flying such interception missions in the past.

What’s most notable about the video, however, is the extended antenna for the AN/APS-154 Advanced Airborne Sensor, or AAS, the elongated pod that is sometimes seen fitted under the P-8’s fuselage. As we have discussed in depth in the past, this is a powerful radar system that entered development in 2009 and began testing in 2014. This may even be the first time that the pod has been observed in the Black Sea. It’s also very rare to see the antenna extended, usually it is tucked tightly below the aircraft’s fuselage in its stowed position.

P-8A 169336 returns from a short flight, showing off a new kit.

It Is now equipped with the AN/APS-154 AAS, and the Lockheed Multi User Objective System. This is now the second P-8 in the Navy fleet with this setup. pic.twitter.com/0qxklubbvw

— 𝗦𝗥_𝗣𝗹𝗮𝗻𝗲𝘀𝗽𝗼𝘁𝘁𝗲𝗿 (@SR_Planespotter) April 28, 2025

The footage provides an especially good and very rare view of how the pod is deployed in flight, using the Special Mission Pod Deployment Mechanism (SMPDM). By extending the pod well below the fuselage while in flight, the radar’s fields of view are no longer obstructed by the P-8’s two engines.

Details about the AAS pod and its capabilities remain strictly limited. We know that it was developed by Raytheon and that it is based around an active electronically scanned array (AESA) radar. This has a moving target indicator (MTI) and synthetic aperture radar (SAR) functionality, making it suitable for tracking moving targets below at sea and on land. It is able to detect and make SAR imagery of ships at considerable distances and can also collect very high-quality radar imagery of objects of interest for further analysis, even at night and in poor weather.

In addition, the pod may well have secondary electronic warfare capabilities. You can read much more about this sensor and what it offers to the Navy’s Poseidon fleet here.

The Black Sea, with its combination of maritime activity and proximity to an intense ground war in Ukraine, is an ideal theater of operations for the AAS-equipped P-8.

As TWZ has observed in the past:

“The AAS is also specifically designed to work in littoral regions where it might have to scan both water and land areas simultaneously. Traditional surface search radars are typically optimized for one environment or the other, or have dedicated modes for each, and generally have difficulty covering both at the same time.”

Since before the full-scale Russian invasion, an armada of NATO intelligence-gathering aircraft has been patrolling over the Black Sea, as well as elsewhere in proximity to Russian and Ukrainian borders. RC-135 Rivet Joints and RQ-4 drones, to name just two, have long been staples in the airspace over the Black Sea.

As for the P-8, its value in the region, especially when equipped with the AAS pod, is obvious, providing the ability to monitor, with great acuity, various objects of interest, including moving ones, both in the water and on land.

Having the AAS-equipped P-8 in this area, combined with the aircraft’s existing electronic intelligence, networking and data-sharing capabilities, makes for a very powerful standoff targeting platform. Data can be fed to other assets in the air, at sea, or on land. It can detect ships moving from great distances, even small ones, and than ‘image’ them using its powerful radar. Detecting and cataloging enemy air defense emissions and radar mapping shore and inland targets is all in a day’s work for this highly unique aircraft.

The aircraft, outfitted in this way, also provides a partial replacement for the EP-3E Aeries II, which has now departed U.S. Navy service. The AN/APS-154 is also a direct successor to the equally secretive AN/APS-149 Littoral Surveillance Radar System, another podded Raytheon AESA radar that was carried by some P-3C Orions.

The latest encounter between a P-8 and a Russian Flanker seems to have passed without incident, although there is certainly a precedent for some more tense intercepts over the same waters.

In September 2022, a Russian Su-27 Flanker fighter fired an air-to-air missile toward a U.K. Royal Air Force RC-135W Rivet Joint over the Black Sea, although the details of exactly why that happened remain somewhat unclear.

According to one account, a Su-27 pilot misinterpreted an instruction from a radar operator on the ground and thought he had permission to fire on the RC-135. The Russian pilot achieved a missile lock on the British aircraft, then fired a missile that “did not launch properly.”

In March 2023, an encounter between a U.S. Air Force MQ-9 Reaper surveillance drone and two Russian Su-27 fighters over the Black Sea resulted in the drone being lost. A video released by the Pentagon soon after seems to confirm that one of the Su-27s struck the drone’s propeller, although it remains unclear to what degree that action was deliberate or a misjudgment.

U.S. Department of Defense video showing part of the encounter between a U.S. Air Force MQ-9 and two Russian Su-27 fighter jets over the Black Sea on March 14, 2023, that resulted in the drone being lost:

The video of the P-8 being intercepted by a Russian fighter once again highlights the relatively intense activity by surveillance aircraft and the fighters that monitor them in some of the tensest skies in Europe.

Contact the author: [email protected]

Wales football chief executive Noel Mooney says being part of Team GB sides at the 2028 Los Angeles Olympics is “not on our radar at all”.

The British Olympic Association (BOA) said after the Paris Games 12 months ago they wanted a Great Britain men’s football team competing at LA for the first time since London 2012.

Current Wales manager Craig Bellamy was among five Welshmen in Stuart Pearce’s squad who competed on home soil, with Britain ending a 52-year wait to play in an Olympic men’s football tournament.

A GB women’s team last featured at the Olympics at Tokyo 2020 when then-Wales captain Sophie Ingle was part of a 22-strong squad.

Andy Anson, the former BOA chief executive who stepped down from his role in July, said after Paris that the organisation would plan talks with the football associations of England, Scotland, Wales and Northern Ireland to recreate a Team GB men’s football side for the LA Olympics.

Scotland, Wales and Northern Ireland, however, have long felt that their independence in Fifa and Uefa could be jeopardised if they competed as a single entity in the Olympics.

“The Olympics is not on our radar at all, not at any level,” Football Association of Wales chief executive Mooney told the PA news agency.

“I’ve not heard a single word about it and never discussed it with anybody.

“We want to focus on Cymru and what we do.”

A beautiful UK beach that wouldn’t look out of place on a postcard has been named one of the UK’s best hidden gems as most tourists don’t make the detour to see it

A spectacular beach in the UK boasts fine golden sands, crystal-clear waters, and yet most tourists aren’t even aware that it exists.

The breathtaking Lannacombe Beach in Devon has been described by locals as ‘rugged, wild and unspoilt’, what with the rocky outcrops and rolling green valleys that make up the surroundings, while the beach itself has fine sands that wouldn’t look out of place on a postcard.

However, despite its undeniable beauty, the beach is rarely visited by tourists, because of its remote location. It sits about an hour’s drive away from popular spots like Torquay, and even when you reach the coast, you’ll need to take on a narrow lane to get to the beach itself.

It’s therefore no surprise then that Lannacombe Beach has been named the UK’s best hidden seaside gem. The shore spot topped a list created by the team at Simply Sea Views, who praised it for being “wonderfully under the radar”.

The insiders wrote of the picturesque spot: “Down a winding single-track lane, Lannacombe Beach goes wonderfully under the radar. With no shops, no crowds, and no distractions, it’s a quiet spot to unwind and reconnect with nature. With a combination of stunning green hills and beachy shoreline, it’s perfect for peaceful picnics, coastal walks to neighbouring coves like Start Point for jaw-dropping views, or stay in the nearby village East Prawle, visiting Pig’s Nose Inn for some live music.”

There aren’t any amenities at the beach but there is a small car park nearby, although this can fill up quickly. When describing the beach on their website, the Visit South Devon team have explained: “There’s a small car park just behind the beach with room for up to 15 cars, so you’ll need to get there early to bag a space, but if you leave it too late there is further parking just a short stroll away. You can bring dogs to Lannacombe beach at any time of year, making this an ideal spot for the whole family.”

However, before you pack up your towels and picnic basket, it’s worth taking note of the tides. The insiders added: “Before you get to Lannacombe beach, it’s a good idea would to pick up a tide timetable from the local Post Office or Tourist Information Centre. The tides here can cover the sands very quickly and you don’t want to get caught out. But if you fancy exploring the area then there are a number of attractions very close to Lannacombe, such as the ruins of the Lannacombe water mill, which can be seen on the low cliff edge by the beach.”

Do you have a travel story that you want to share with us? Email us at [email protected].

May 19 (UPI) — The Ukrainian military said Monday that the Security Service of Ukraine attacked a Russian facility in the Black Sea with the use of drones.

The Security Service of Ukraine, or SBU, posted to Telegram Monday that “with the help of surface and air drones,’ it destroyed “enemy radars and warehouses” built on gas production platforms.

The post also included a video of the attack that showed the approach of the drones from a drone’s point of view before a long-distance view of an explosion on the Russian structure.

“Within one special operation, SBU specialists used two types of drones that demonstrated the effectiveness of paired work,” The SBU said.

The assault was carried out by the 13th Main Directorate of the SBU’s Military Counter-Intelligence Department and used both aerial and naval drones to target what the Telegram post described as “Russian military infrastructure placed on Ukrainian offshore drilling rigs,” known as the Boyko towers.

A Russian Neva radar system, stored supplies and living quarters were reportedly destroyed in the attack.

The attack destroyed a Russian Neva-B radar system used for monitoring aerial and surface activity, as well as supply storage and living quarters on the platform, the SBU reported. Neva-B radar systems can track as many as 200 targets at one time and is intended to warn of incoming attacks on infrastructure.

The SBU purports that through the use of drones, it has so far been able to attack 11 Russian warships and the “Crimean Bridge,” a reference to the Kerch Strait Bridge, which linked Crimea to the Russian mainland and was attacked by Ukraine in October of 2022.

“We once again reminded the enemy that [there is no place for Russian rubbish] in the Black Sea,” the Security Service of Ukraine added.