red

Newcastle: Grayson, Williams, Hearle, Clark, Spencer, Connon, Stuart; Brocklebank, McGuigan (c), McCallum, Usher, Hodgson, Lockwood, Christie, Mafi

Replacements: Fletcher, Rewcastle, Palframan, de Chaves, Neild, Benítez Cruz, Chamberlain, Gordon

Leicester: Steward, Radwan, Wand, Bailey, Hassell-Collins, Searle, Whiteley; Smith, Blamire, Heyes, Henderson, Thompson, Liebenberg (c), Reffell, Moro

Replacements: Clare, van der Flier, Loman, Wells, Manz, Allan, O’Connor, Woodward

Yellow Card: Hassell-Collins

Referee: Sara Cox

Naval mutinies have long captured the public imagination, but, for the most part, open rebellions on the high seas are consigned to the Age of Exploration, in centuries past. One notable exception occurred in the Soviet Navy 50 years ago this month and, based on available evidence, almost led to the use of nuclear weapons. The mutiny aboard the frigate Storozhevoy is all the more remarkable for the fact that the Kremlin attempted to cover up its existence, with details only emerging in public a decade after its bloody end.

The story was dramatic enough, and its potential implications were worrisome enough for it to be an inspiration for Tom Clancy’s iconic Cold War novel (which in turn led to the film), The Hunt for Red October. This is the story of the fictional Soviet submarine captain Marko Ramius, who apparently goes rogue while commanding a highly advanced ballistic missile submarine.

In the real-life incident, the protagonist was 36-year-old Valery Mikhailovich Sablin, a political officer onboard the Storozhevoy, a Project 1135 anti-submarine warfare frigate, known to NATO as the Krivak I class, and with a displacement of around 3,000 tons. A representative image of a Krivak I is seen at the top of this story, at anchor.

At the time, this was one of the most advanced surface combatants in Soviet service. It had been commissioned in 1974, and it was assigned to the Baltic Fleet. The primary anti-submarine armament of the Krivak I was the quadruple launcher for URPK-4 Metel’ missiles (known to NATO as SS-N-14 Silex), located on the bow, each of which transported a torpedo payload. This feature led to the NATO mnemonic ‘Hot dog pack, smokestack, guns in back — KRIVAK,’ to aid identification.

Unlike Ramius, Sablin was seeking not to defect, but to urge a rethinking of the communist revolution, since he was convinced the Soviet regime had strayed dangerously far from the Marxist principles that he believed in.

Sablin’s plan was to take advantage of the excitement surrounding the anniversary of the 1917 revolution, celebrated every November 7. At the time, the Storozhevoy was moored in Riga, in the Latvian Soviet Socialist Republic. Most reports agree that, apart from its primary anti-submarine missiles, the frigate was fully armed, including with surface-to-air missiles for point defense, anti-submarine torpedoes, and 76mm guns.

Sablin wanted to take control of the Storozhevoy and sail east, to Leningrad, where he would arrive alongside the museum ship Aurora (the cruiser that was and remains a potent symbol of the 1917 revolution), and incite something like an uprising against the current regime, under Premier Leonid Brezhnev.

The mutiny began on November 8, 1975, by which time Sablin had already convinced a 20-year-old naval rating, Aleksandr Nikolayevich Shein, and other sympathetic crewmen to assist him.

With a third of the 194-man crew on shore leave, Sablin and Shein surprised and locked up the ship’s commanding officer. The remaining officers were summoned to a meeting, where Sablin explained the situation. Shein stood outside the door armed with a pistol. Those officers who refused to join the mutiny were also locked up.

In the meantime, two crew members had managed to escape the frigate, climbing onto a mooring buoy, then attracting attention. However, their story was not initially taken seriously.

When Sablin became aware that his plan had likely been revealed, he gave up on the idea of reaching Leningrad and instead decided to sail out into international waters, from where he could transmit the speech he had prepared and, he hoped, trigger a new revolution.

Traveling radio silent, with no radar turned on, the Storozhevoy could not move as quickly as usual, since navigation was degraded. Nevertheless, at around 2:50 a.m., the frigate moved out into the Gulf of Riga.

Once it was noticed that the frigate had set sail, a response was launched but seems to have been somewhat slowed down as a result of the effects of copious alcohol consumed in the course of the weekend’s revolutionary celebrations.

Still, 45 minutes after the Storozhevoy sailed, other ships began their pursuit.

Unfortunately for Sablin, the Soviet authorities were now convinced that he must be poised to defect to the West.

Early on the morning of November 9, a large flotilla was ordered to find the Storozhevoy, including warships sailing from Liepaja, also in the Latvian SSR. Among them were small missile corvettes, faster than the Krivak I.

It seems the first vessels to sight the Storozhevoy were torpedo-armed patrol boats from the Soviet Border Troops, who ordered the frigate to stop, but their signals were ignored. They were then ordered to fire upon the rogue warship, but this order was rescinded before they could open fire.

The reason for the change of plan was that the incident had now been passed higher up through the chain of command, and news of it had reached Moscow.

In the meantime, Sablin had sent an encrypted telegram to the commander-in-chief of the Soviet Navy, laying out his demands. These included declaring the shop a free territory, permission to make a radio and TV broadcast, safe anchorage in Soviet waters, and more. The navy rejected the demands and instead called for Sablin to return the Storozhevoy to port.

A furious Sablin then tried to broadcast a message, outlining the reasons for the mutiny, on an open channel. Unbeknownst to Sablin, the radio operator tasked with the job again used the encrypted channel.

At around 6:00 a.m., the Soviet premier was woken and informed of the situation. Terrified by the prospect of the modern Krivak I class falling into an adversary’s hands, Brezhnev now called for the destruction of the Storozhevoy at all costs. This fear seems to have entirely overridden any concern to hear out the demands of the mutineers, if they were even taken seriously.

Several efforts were made to attack the frigate.

First, it had to be located.

On the morning of the 9th, two Il-38 May maritime patrol aircraft, flying out of Riga, began to look for it. One of them found it at around 8:05 a.m. in the Irben Sound, the main exit out of the Gulf of Riga and into the Baltic Sea.

Ultimately, the commander of Naval Aviation of the Baltic Fleet called for Tu-16K-10-26 Badger-C bombers to strike the Storozhevoy with K-10S (AS-2 Kipper) anti-ship cruise missiles, including authorizing the use of nuclear-armed weapons. Nine of these bombers were launched from Bykhov Air Base in the Belarusian SSR at 8:30 a.m. At least one of the aircraft appears to have been carrying a nuclear-tipped version of the K-10S missile. As well as a single K-10S, the Tu-16K-10-26 sub-variant of the Badger was able to carry two KSR-2 (AS-5 Kelt) or the more modern, supersonic KSR-5 (AS-6 Kingfish) anti-ship cruise missiles, but available accounts don’t mention that the aircraft were loaded with these.

The bombers were in the vicinity of the Storozhevoy shortly after 09:00 a.m. For around an hour, the Tu-16s repeatedly dropped below the cloud base and made passes of the frigate, with the aim of forcing Sablin to surrender. Warning shots were fired using the bombers’ 23mm defensive cannons. The Badger-C had a fairly heavy cannon armament, with two 23mm AM-23 cannons each in remotely operated dorsal and ventral turrets and a crewed tail turret, but they were not designed for engaging surface targets.

When the cannons didn’t have the desired effect, the Badger crews instead took to flying very low over the warship, selecting full power on their twin turbojets, and successfully forcing the ship to deviate from its course.

By 10:05 a.m., the Storozhevoy was headed west, toward the Swedish island of Gotland, though Sablin always insisted his original plan was not to enter Swedish waters.

Such evasive action only increased the concerns of the Soviet authorities, who now called into action the Yak-28 Brewer tactical bombers based at Tukums, in the Latvian SSR. Armed with free-fall bombs, these were a more flexible option than the Tu-16s. The Yak-28 unit was informed that they were to attack a foreign warship that had penetrated the Gulf of Riga. However, the unit was also unfamiliar with attacking naval targets and initially failed to locate the Storozhevoy. There was also no coordination between the (Air Force) Yak-28 unit and the (Navy) Il-38 and Tu-16 units.

By 10:00 a.m., there were around 20 Yak-28s in the air and, by 10:20 a.m., these had begun to attack, from a height of around 1,500 feet. Unfortunately for the Air Force, it was the wrong target: The Brewer crews had misidentified a Soviet cargo ship, onto which fragmentation bombs now rained. The ship’s crew radioed for help, and the attack was called off, with no injuries.

At 10:28 a.m., the Yak-28s located the rogue warship and were ordered to hit it, with no warning shots this time. Again, however, bombs were dropped on the wrong target, namely the Komsomolets Litvy, a Project 50 or Riga class frigate, and the lead ship in the flotilla that was chasing the Storozhevoy. The ship launched signal rockets, which were misidentified as anti-aircraft fire, before the pilots realized they had again hit the wrong ship.

The Soviet commanders then called upon the Tu-16 units once more. The pursuit flotilla was ordered to move, and the bombers tasked with holding station behind the Storozhevoy, from where K-10S missiles would be launched.

The order then came at 10:16 a.m. to launch a missile, including the protocol for the use of nuclear weapons. The Tu-16 flown by the commander of the unit, Colonel Arkhip Savinkov, took position.

By this stage, other members of the frigate’s crew understood that their time was nearly up. A group of them freed the captain and other detained officers, who then armed themselves and stormed the bridge. In the confrontation that followed, Sablin was shot in the leg and was then locked up. The freed captain then sent a message that the mutiny was over.

With the Tu-16 preparing to launch, the headquarters of the Baltic Fleet received an urgent message that the Storozhevoy had surrendered. Orders went out to stop the attack, but Savinkov, the Tu-16 unit’s commander, either didn’t receive them or ignored them, perhaps determining that they were meant for the Yak-28 unit.

For another two tense minutes, after the crew had messaged their surrender, the Tu-16 unit was still hunting the Storozhevoy with the intention to destroy it. Savinkov then reported a radar malfunction. Whether this was true, or a result of him not wishing to unclear a nuclear strike (especially against his countrymen), or that he was now too close to the target to launch a missile, he called off his attack. Puzzlingly, another two Tu-16s from the same unit briefly continued their attack plan. It’s unclear if these Badgers carried Kipper anti-ship missiles armed with conventional warheads, if there was some kind of breakdown in communication between the formation, or if all the bombers involved actually had no real desire to attack the warship.

Regardless, at 11:00 a.m., the fire-damaged Komsomolets Litvy reached the Storozhevoy. With an Il-38 and more Tu-16s patrolling overhead, and several other patrol boats in the vicinity, the boarding party of 15 men took over the vessel. The frigate changed course and was then anchored off the island of Saaremaa. The crew was then returned by boat to Riga. Here they were interviewed, with the 12 sailors identified as mutineers — among them, Sablin and Shein — were arrested and taken to Moscow.

The incident had highlighted the poor combat readiness and inefficient chain of command within the Baltic Fleet, and efforts were immediately made to cover it up, including the destruction of documents.

Nevertheless, details leaked out, and some presumed details of the mutiny began to be published in the Western media. A key source of information was Swedish military intelligence, which had monitored the events via signals intelligence (SIGINT). Early Western reports included erroneous accounts that as many as 15 sailors had been killed aboard the Storozhevoy and that 35 more were killed on the ship that was accidentally attacked — the Komsomolets Litvy.

As for the two ringleaders, Shein was imprisoned, while Sablin was sentenced to death for treason and executed in August 1976.

In retrospect, the idealistic Sablin’s plan was likely always doomed to failure. It remains fortunate, however, that his was the only life lost in an incident that could have had much more serious repercussions. Indeed, the available evidence that has emerged since the mutiny suggests that, back in November 1975, only a few minutes stood between the Soviet Navy launching a nuclear strike against one of its own vessels.

Ultimately, perhaps, Colonel Arkhip Savinkov, as commander of what appears to have been a nuclear-armed Tu-16, might have been the one responsible for preventing what could have been a catastrophe. Ironically, the fact that he didn’t launch his missile, for whatever reason, meant that he would be viewed with suspicion by the Soviet military leadership for the rest of his career.

The author is indebted to the work of Michael Friedholm von Essen, whose authoritative account of the mutiny aboard the Storozhevoy is published by Helion & Company.

Contact the author: [email protected]

“We have appealed [against the red card] and our appeal was turned down,” Everton manager Moyes said.

“We haven’t been given any reason why it was turned down, but we did appeal it – immediately.”

On Thursday, Everton shared a photo of Gueye and Keane wearing boxing gloves and hugging on their social media channels.

“It was over immediately,” Moyes told a media conference on Friday.

“It was done, that was it. We moved on quite quickly and it was all sorted within the dressing room.

“We want passion. We don’t always want it in the style it showed up on Monday night but we certainly want that passion and commitment from all the players.”

Gueye has started every Premier League game for Everton this season and is due to join up with Senegal for the Africa Cup of Nations (Afcon) in December.

Moyes is also without German midfielder Merlin Rohl, who recently had hernia surgery, while a minor hamstring issue sidelines captain Seamus Coleman, who was substituted in the first half at Old Trafford amid a season beset by injury concerns.

When asked if his team were light in midfield, Moyes said: “Yes, we are.

“Merlin [Rohl] having an operation has made us light, so we are quite short but we have other people who can play in there – Charly Alcaraz, Dwight McNeil if we need to as well.

“I think those players can do the job in there, if required.

“Merlin probably isn’t going to be back until the start of January and Idrissa’s suspension [and forthcoming Afcon participation] leaves us pretty short in that area.”

Everton’s Premier League campaign continues at Hill Dickinson Stadium on Saturday, when they host Newcastle (17:30 GMT).

SHARON Osbourne made her first red carpet appearance since husband Ozzy’s death last night, as she attended a London event with daughter Kelly. 

Ozzy sadly passed away aged 76 on July 22, with the cause of death later revealed to be a cardiac arrest. 

Last night Sharon, 73, and Kelly, 41, stepped out for a party at Japanese restaurant Aki London. 

The mother and daughter duo put on a glitzy display, with music manager Sharon stunning in a sequined floor-length red dress. 

Meanwhile Kelly opted for a halter-neck baby pink number studded with rhinestones. 

Kelly has been supporting her mother through their loss, previously revealing she slept in her parents’ bed for two months after Ozzy passed away.

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In a special episode of their family podcast titled Remembering Ozzy, Sharon confessed she “hates” going to bed at night.

Kelly said: “I mean, I slept with you for the first two months so that you weren’t on your own.

“But then I felt like you needed some space.”

She then confessed how her daily routine had been altered and admitted: “I wake up and for the first three seconds I feel normal.

“And then I remember everything.

“Mornings are the hardest for me. What is the morning?

“Because it happened in the morning. And I used to spend most of my time with Dad in the morning.”

Kelly then told how she still cries such a lot since Ozzy’s death.

She added: “It’s just all I seem to find myself doing these days because I miss him so much.”

Sharon and Ozzy’s son Jack, 40, is currently taking part in I’m a Celebrity and recently left fans concerned as he ended up in tears while discussing Ozzy.

During a discussion with Eddie Kadi, Jack was asked what he missed most about Ozzy.

As he attempted to answer the question, Jack became overcome with emotion as he tried to compose himself.

“I’m sorry, I didn’t mean to bring it out like that,” Eddie expressed as Jack said: “No it’s fine.”

“I haven’t experienced what you’ve experienced,” he told the grief-stricken star before asking him: “What do you miss most about your pops?”

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Again, Jack was unable to answer the question as he held his face into his hands and sobbed.

He finally expressed: “Just his energy. He had this force, so hard to describe. But he had this energy.”

Nestled in North York Moors National Park, this charming village features red-roofed cottages, a babbling brook and a fascinating museum that ‘takes you back in time’

Tucked away in North Yorkshire, approximately seven miles from Pickering, this delightful village attracts visitors and locals seeking a peaceful existence.

Within North Yorkshire’s Ryedale district lies Hutton-le-Hole, a petite yet enchanting village that sits within the breathtaking North York Moors National Park. It offers the perfect quintessentially English village retreat, complete with grazing sheep, crimson-topped cottages and a gentle stream meandering through its lanes.

A key draw for the area, enabling guests to explore the village’s past, is the Ryedale Folk Museum, which displays regional traditions. The facility comprises various structures designed to educate about life across different periods – from a blacksmith’s workshop to a Victorian classroom.

One TripAdvisor reviewer said: “This was my third visit, and each time I see something new because there is just so much to see. It’s not the sort of museum with loads of information boards to read; it’s buildings and artefacts. You see what a great hall or roundhouse was actually like.”

Another added: “Our first visit here, and we were not disappointed. We loved exploring all the different areas, and it was really interesting to learn about the history, essentially travelling back in time.”

The village boasts a pub, a tearoom and a collection of charming shops flogging souvenirs, crafts and gifts, perfect for a gentle stroll around the locality before tackling a more ambitious trek. Hutton-le-Hole’s enchanting appeal has caught the attention of television and film producers, featuring in productions such as Death Comes to Pemberley, a BBC adaptation of the novel, and the outdoor adventure programme, Robson Green’s Weekend Escapes.

The peculiar name derives from the ancient English expression ‘Hoh Tun’, signifying ‘a settlement on a spur of land’ or possibly ‘high farm’. From its very name, it’s obvious just how much wilderness and pristine countryside encompasses Hutton-le-Hole, establishing it as a perfect destination for keen hikers and walkers.

Picturesque trails include a moderately demanding 15 km circular route across the moorland, requiring just over four hours to finish. Alternatively, there’s a more relaxed choice that leads you on a 6.4 km journey to Lastingham, linking the two villages for an enjoyable day of discovery.

Following a day of trekking, the classic country boozer, The Crown, provides the ideal stopping point for a comfortable evening. One recent guest said: “Excellent food served up in a very cosy country pub.”

They added: “Prices aren’t bad considering the food is top-notch. A good range of drinks are on offer, including non-alcoholic for those who drive. Well worth a visit for a Sunday lunch.”

Another visitor praised: “Hutton le Hole is a beautiful peaceful town and well worth a visit. Sheep roam freely, which adds to its charm. The Crown is the only pub, but it’s a good one. Sit outside and enjoy the village scene.”

James Ryan has been handed a three-week suspension after the red card he was shown during Ireland’s 24-13 defeat by South Africa at the Aviva Stadium on Saturday was upheld by an independent disciplinary committee.

Second row Ryan’s yellow card for a high hit on Malcolm Marx in the early stages of the loss to the Springboks was subsequently upgraded to a 20-minute red card.

The independent committee determined that by applying World Rugby’s sanctioning provisions, a mid-range entry point of six weeks was appropriate.

That has been reduced to three weeks, however, in light of Ryan accepting the red card, his clean record and other mitigating factors.

The sanction could be further reduced to two weeks should Ryan complete World Rugby’s Coaching Intervention Programme as a substitute for the final week of his suspension.

That option is aimed at modifying specific techniques and technical issues which contributed to the incidence of foul play.

As it stands, Ryan is ruled out of Leinster’s United Rugby Championship game against Dragons this weekend and the Investec Champions Cup matches at home to Harlequins on 6 December and away to Leicester Tigers on 12 December.

In February 2024, Sheffield United team-mates Jack Robinson and Vinicius Souza had to be separated as tempers flared during their 1-0 defeat at Wolves.

The bizarre spat between the Blades duo led to the video assistant referee checking for a possible red card, but no action was taken.

Manager Chris Wilder said his players did not “overstep the mark” and dismissed the incident as something that happens “at every club up and down the country, three or four times a year”.

Kiernan Dewsbury-Hall’s superb first-half goal seals 1-0 win for the visitors, who had 10 players for most of the game.

Everton enjoyed their first Premier League win at Manchester United for 12 years despite playing virtually the entire game with 10 men after midfielder Idrissa Gueye was sent off for slapping his own teammate Michael Keane.

Kiernan Dewsbury-Hall’s superb first-half goal on Monday sealed a 1-0 win for the visitors, who shrugged off the 13th-minute incident that had a furious Gueye dismissed after he and Keane squared up.

United came into the match at Old Trafford on the back of a five-game unbeaten run and could have moved up to fifth with a win.

They dominated possession, especially in the second half, but Everton defended superbly to repel the hosts who looked blunt in attack.

Everton goalkeeper Jordan Pickford made several fine saves to preserve his side’s lead, the pick of them to claw away a Joshua Zirkzee header with 10 minutes remaining.

A second away win of the season lifted Everton above city rivals and champions Liverpool into 11th place, level on 18 points with United, who are above them on goal difference.

Everton suffered a big blow in just the 10th minute when they lost captain Seamus Coleman to injury.

But worse was to follow three minutes later with the scarcely believable bust-up between Gueye and Keane

The Premier League Match Centre posted on X: “The referee’s call of red card to Gueye for violent conduct was checked and confirmed by VAR – with the action deemed to be a clear strike to the face of Keane.”

Gueye is the first Premier League player to be sent off for fighting with a teammate since 2008.

The home crowd anticipated waves of attack but United failed to take advantage of their numerical advantage, proving toothless against David Moyes’ battling team.

Instead it was 10-man Everton who found the net, taking the lead courtesy of a wonderful strike by Dewsbury-Hall in the 29th minute.

Dewsbury-Hall received the ball and surged towards goal, beating Bruno Fernandes and Leny Yoro before bending the ball into the top corner.

United huffed and puffed for the rest of the half, with Pickford clawing away a Fernandes shot from distance as the half-time approached.

Ruben Amorim, marking the first anniversary of his maiden game in charge of United, brought on Mason Mount for Noussair Mazraoui at half-time but his team created little, despite dominating possession.

Amorim threw on Kobbie Mainoo and Diogo Dalot for Casemiro and Yoro in the 58th minute but still United looked blunt.

Pickford kept out a powerful Zirkzee header with just over 10 minutes of normal time to go and Everton hung on for a famous win.

Speaking after the game, Dewsbury-Hall said it was a “rollercoaster” of a game.

“I’m so genuinely happy for the lads and how hard they worked. A fantastic performance of gritting away, getting a goal and keeping that spirit,” he said. “So glad we got the three points.”

He said Gueye apologised to the team at full-time for the incident with Keane.

“We move on from it. The reaction from us was unbelievable. Top tier,” Dewsbury-Hall said.

“We could have crumbled, but if anything, it made us grow.”

United defender Matthijs de Ligt said the result and performance was a “step back” for his side after a decent run.

“I think the game says enough; against 10 men for 70 minutes and not creating that many chances,” the Dutch defender told Sky Sports. “Today was not a good night for us.

“We lacked the patience to play through the lines, and we crossed a lot of balls. We need to do a lot more.

“In all aspects today, it felt like a step back. Not just the result but the intensity and the focus.”

Boeing, Saab, and BAE Systems have teamed up to offer the T-7A Red Hawk advanced jet trainer to the United Kingdom’s Royal Air Force. With a plan to build the jets in the United Kingdom, the partnership aims to deliver a successor to the Royal Air Force’s current fleet of BAE Systems Hawks from 2030. Saab was already deeply involved with the T-7A as an original partner to Boeing.

The three companies announced today that they had signed a letter of intent to work together on the British requirement for a new advanced jet trainer. The proposal puts the T-7A — developed for the U.S. Air Force — at the center of a training system that will employ synthetic training alongside live flying.

Synthetic work is an increasingly important part of flying training, with the latest training systems offering a blend of live, virtual, and constructive (LVC) elements. This approach reduces costs while allowing students to practice tactics and capabilities that would otherwise be impossible using an exclusively live environment, as you can read more about here.

The proposal is pitching the training system to prepare pilots for fourth-, fifth-, and sixth-generation fighters — the Royal Air Force’s Typhoon, F-35, and forthcoming Tempest, respectively.

“The strong partnership between Boeing and Saab developed the T-7 to be the world’s best solution for future pilot training,” said Lars Tossman, head of Saab’s Aeronautics Business Area. “By working with BAE Systems, Saab believes the U.K. can gain a worthy successor to the Hawk that is the right choice for pilots for decades to come.”

If selected for the Royal Air Force requirement, the T-7As will undergo final assembly in the United Kingdom, in an effort led by BAE Systems. This would ensure the company remains involved in the production of jet trainers in the future, after the Hawk production line ended in 2020.

If chosen as the Royal Air Force’s next jet trainer, the T-7A would replace the Hawk T2, which is due to be retired by 2040. It would almost certainly also be the frontrunner to replace the service’s aging Hawk T1s, which continue to serve with the Red Arrows aerobatic display team, and are set to do so until withdrawn around 2030.

The partnership is also looking to use the same approach to “support future international pilot training opportunities,” which could help the T-7A secure export orders that have so far proven elusive.

“Our new collaboration with Boeing and Saab will enable us to present a compelling offer to the U.K. Royal Air Force and our global customers, leveraging the latest tech innovation in training systems and a world-class jet trainer aircraft,” said Simon Barnes, the group managing director of BAE Systems’ Air sector. “We’re committed to ensuring this solution offers the best overall outcome for the nation to support the U.K.’s combat air readiness and deliver economic benefit.”

The requirement for a new advanced jet trainer was set out in the U.K.’s 2025 Strategic Defense Review.

This document stated that the Hawk T1 and Hawk T2 “should be replaced with a cost-effective fast jet trainer. The current flying training arrangements for fast jets must be urgently revised to optimize capacity, building in maximum use of contractors and provision for training overseas students.”

U.K. military flying training is undertaken in three phases. Phase one involves initial recruitment and selection and basic military training, and is carried out within individual service commands. Phase two is known as the Military Flying Training System (MFTS), part of which is overseen by a private contractor, Ascent Flight Training Management. This phase takes pilots from introductory instruction and progresses them into specialized streams, including fast jet and rotary.

Finally, phase three involves pilots training on specific frontline aircraft such as Typhoon or F-35 within an Operational Conversion Unit (OCU).

As part of phase two, the Royal Air Force operates 28 Hawk T2 jets that train both its own and Royal Navy fast-jet pilots at RAF Valley in Wales, before they progress to an OCU.

While the ‘second-generation’ Hawk T2 only entered service in 2009, the Hawk T1, now used exclusively by the Red Arrows, is much older, having first entered service in 1976.

Other contenders to replace the Royal Air Force Hawk include the TF-50, a version of the Korea Aerospace Industries T-50 offered by Lockheed Martin. At the Defense and Security Equipment International (DSEI) exhibition held in London in September of this year, Lockheed Martin displayed a model of the TF-50 in Red Arrows colors.

Competition is also likely to be provided by the Leonardo M-346 and the Turkish Aerospace Hürjet. At one point, BAE Systems had been seen as a possible partner for Leonardo in the British advanced jet trainer bid.

Meanwhile, British aerospace startup Aeralis is offering a clean-sheet modular jet trainer, which it plans to build in Scotland. While Aeralis has yet to win any orders for its products, it has been provided with funding from the Royal Air Force’s Rapid Capabilities Office. The service’s Chief of the Air Staff has also said in the past that the company’s approach was something the RAF was “very interested in.”

That the Hawk T2 needs replacement has been clear for some time now, with the relatively young fleet already suffering from well-documented availability issues, which have had an adverse effect on the training pipeline.

In 2022, a fault was reported within the Hawk T2’s Adour powerplant, reducing the planned design life of each engine from 4,000 to 1,700 hours, leading to an average of just eight serviceable aircraft being made available each day throughout fiscal years 2022 and 2023.

In 2023, the entire Hawk T2 fleet was temporarily grounded after an engine-related incident on the runway.

Among others, these issues have resulted in a need to train British pilots overseas to make up the shortfall, at a considerable cost. This has included buying training slots in Italy, Qatar, and with the Euro-NATO Joint Jet Pilot Training Program (ENJJPT) in the United States.

Meanwhile, an update on the T-7A’s progress was provided by Steve Parker, president and CEO of Boeing Defense, Space and Security, at a pre-show media roundtable ahead of the 2025 Dubai Airshow in the United Arab Emirates that TWZ attended.

Parker identified “really good performance this year” for the T-7A, which should see the first operational example delivered to the U.S. Air Force at Randolph Air Force Base, Texas, next month. Parker added: “We’ve got the first ground-based training simulators already stationed at the base and operational, and the program is doing well in its flight test; we are really seeing some good progress there.”

“We’re about 78 percent through test points at Edwards Air Force Base, so making good progress,” including having started high-angle-of-attack testing, Parker added. “The feedback from the United States Air Force has been great, both the testers as well as folks who’ve flown it from the Air Force […] We think it’s going to be a game-changer. Once we get it into the air with our main user, it’s going to sell itself.”

However, full entry into service is now not expected until 2027, a delay of over four years. Earlier this year, we reported on information that emerged about serious and potentially dangerous deficiencies with the emergency ejection system on the T-7A. This followed environmental testing of the aircraft, which also exposed new problems. More generally, the U.S. Air Force has been working with Boeing to fix or otherwise mitigate a host of issues with the T-7A, which, as well as delays, prompted a shakeup of the overall plans for the program. You can read more about what has been disclosed in the past about T-7A testing in this previous TWZ feature.

When asked about export prospects for the T-7A, Bernd Peters, vice president of business development and strategy for Boeing Defense, Space and Security, confirmed that the current focus is on delivering the 351 jets on order for the U.S. Air Force. However, he noted that “customers around the world are watching and seeing the program and the potential that it has, particularly when you think about the [Middle East] region.”

Peters said that Boeing is “definitely having conversations” with potential T-7A customers in the Middle East and identified what he said was “significant potential” for the trainer with “just about any operator that flies an F-15, an F-16, or an F-35 around the world.”

“We do think that there is a significant opportunity, particularly as we begin to ramp up deliveries to the United States Air Force and some of those other nations begin to think through how they want to recapitalize their trainer fleet and close the gap on pilot shortage,” Peters added.

Other export prospects could lie in a light fighter development of the T-7A, something that we have discussed in detail in the past. Previously, the U.S. Air Force looked at the possibility of an ‘F-7’ light fighter variant or derivative of the Red Hawk as one option to supplant at least a portion of its F-16C/D fleet. Some kind of missionized or light combat aircraft version of the T-7A could fare better when offered for export.

While details of the partnership between Boeing, Saab, and BAE Systems were not provided at the pre-show media roundtable, Peters also said that Europe was earmarked for T-7A sales, especially in the 2030 to 2035 timeframe. “Europe is one where I view that there’s a significant opportunity for us to be able to address not just existing Hawk fleets, but other fleets that might be out there,” Peters said.

As to the question of whether Boeing’s manufacturing capacity will be able to cover aircraft for both the U.S. Air Force and potential export customers, Parker struck an optimistic note.

Pointing to the company’s full-size determinant assembly (FSDA) approach, which reduces build time by moving drilling to the component fabrication process, making it more controlled and efficient, Parker said it would be possible to “scale up to very large volumes” for the T-7A.

“We’re going to go well above, potentially 100 aircraft a year, and we’ll be able to scale that up further if we need to go there,” Parker said. “Right now, we’ve got good capacity that will satisfy the United States Air Force, as well as other customers, right through into the early 2030s without having to put any more capital sort of into the system for that.”

A version of the T-7 is also in the running for the U.S. Navy’s Undergraduate Jet Training System (UJTS) competition, which seeks to replace the aging T-45 Goshawk — a type that was also developed from the BAE Systems Hawk.

Of course, should the United Kingdom choose the T-7A to replace its Hawks, the prospect of an additional final assembly line would allow production to be ramped up even further, to help fulfill more export orders.

For now, however, the U.K. government hasn’t allocated funds for its new advanced jet trainer, but with the Red Arrows’ Hawks requiring a successor by 2030, time for a decision is fast running out.

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