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French actor Tchéky Karyo, who had a starring role in the film Nikita and the TV series The Missing, has died aged 72.

Karyo, who was born in Turkey but grew up in Paris, died of a cancer on Friday, AFP news agency reported.

Known largely for supporting roles, Karyo acted in films for nearly four decades, finding a second career in TV series in his final years.

Karyo’s wife, actress Valérie Keruzoré, and their children announced his death in a statement to the news agency.

Karyo first made his mark in crime thriller La Balance (1982) and he played the handler Bob in Luc Besson’s assassin film Nikita (1990).

BBC audiences might best remember him for his role in The Missing (2014).

The first eight-part series, about the search for a missing boy in France, starred Karyo as French detective Julien Baptiste. James Nesbitt and Frances O’Connor played the boy’s parents.

The second eight-part series, about a missing girl in Germany, was brodcast in 2016. Karyo returned as Baptiste, with David Morrissey and Keeley Hawes as the girl’s parents.

Both series received positive reviews, with critics praising the cast, especially Karyo’s performance.

In February 2019, a spin-off series titled Baptiste was broadcast on BBC One.

Karyo was born on 4 October 1953 in Istanbul, the son of a Turkish lorry driver of Spanish-Jewish origin and a Greek mother, Le Monde newspaper writes.

After several years as a theatrical actor, he saw his role in La Balance earn him a nomination for the César Award for Best Male Revelation.

With his strong jaw and penetrating stare, he went on to star in dozens of films of all kinds.

Other French films included Besson’s Joan of Arc (1993) and the anti-war epic A Very Long Engagement (2004). He was also cast in Ridley Scott’s 1492: Conquest of Paradise (1992) and in the James Bond film GoldenEye (1995).

One of his starring roles was as the medieval prophet Nostradamus in the 1994 film of the same name, while his tiniest role was undoubtedly in Amélie (2001) where he only appeared as a face on an ID photograph in an album.

Russia has used its ground-launched 9M729 cruise missile to strike targets in Ukraine multiple times in recent months. This is the conclusion of Ukrainian Foreign Minister Andrii Sybiha, and it also tallies with reports from independent analysts who have been tracking the use of the missile, the original deployment of which led to the United States walking away from the Intermediate-Range Nuclear Forces, or INF, Treaty in 2019.

“Russia’s use of the INF-banned 9M729 against Ukraine in the past months demonstrates Putin’s disrespect to the United States and President Trump’s diplomatic efforts to end Russia’s war against Ukraine,” Sybiha said.

Sybiha’s comments provide the first confirmation that Russia has used the 9M729 missile — known to NATO as the SSC-8 Screwdriver — in combat.

Another, unnamed Ukrainian senior official told Reuters that Russia had fired the 9M729 against targets in Ukraine 23 times since August 21 of this year. The same source said that the missile had been launched on two other occasions since the full-scale invasion of Ukraine in February 2022; it is not immediately clear if these were also combat launches, but a combat evaluation is a strong possibility.

Notably, the Kremlin had, on August 4, said it would no longer limit where it deploys nuclear-capable missiles with ranges in excess of the former INF Treaty. That would suggest something of a change in policy, publicly at least, prior to the more regular combat employment of the 9M729.

According to Reuters, quoting another unnamed military source, one of the 9M729 missiles fired by Russia, on October 5 of this year, flew over 1,200 kilometers (746 miles) before hitting a target in Ukraine.

The range is significant, since it was this factor that the United States argued put the 9M729 in breach of the INF Treaty, which put a limit of 500 kilometers (310 miles) on ground-launched missiles, nuclear or conventional.

If the military source’s information is accurate, then it would confirm that, as expected, the 9M729 is able to fly far beyond the now-defunct INF Treaty limits.

As to the veracity of the Ukrainian comments on the use of the 9M729, Douglas Barrie, Senior Fellow for Military Aerospace at the International Institute for Strategic Studies (IISS), told TWZ that he considered them to be plausible.

“If you think what the Russians have been doing elsewhere in terms of their weapons, the things that they have had in the locker and wanted to test, then you can see why they would want to use it,” Barrie said.

For its part, Russia has always denied that the 9M729 violated the now-defunct nuclear arms control treaty. At the same time, it accused the United States of violating the same treaty through the construction of Aegis Ashore missile defense sites in Europe, which it argues can be used to fire the BGM-109 Tomahawk land attack cruise missile, something that U.S. officials deny.

According to the Missile Threat website produced at the Center for Strategic and International Studies in Washington, the 9M729 can actually hit targets as far away as 2,500 kilometers (1,553 miles). Meanwhile, Douglas Barrie at the IISS says that he assesses the missile to have a likely range at least in excess of 2,000 kilometers (1,240 miles).

There is some evidence that backs up the claims of the 9M729’s use in Ukraine.

Ukrainian officials provided Reuters with images of debris after a Russian attack on the Ukrainian village of Lapaiivka on October 5, which purportedly involved the 9M729. This struck a residential building, killing four people, at a distance of over 600 kilometers (373 miles) from the Russian border.

Reportedly, these images include two missile fragments that were marked 9M729.

These images were reviewed by Jeffrey Lewis, Distinguished Scholar of Global Security at Middlebury College, who agreed that they were consistent with the 9M729’s expected appearance. In particular, the missile body and engine, as well as the distinct markings, pointed to the 9M729, according to Lewis’s analysis.

The Kremlin has not commented on the alleged use of the 9M729.

Russia only publicly acknowledged the existence of the 9M729 in November 2018, though it reportedly entered development sometime in the mid-2000s.

In 2019, Russia publicly displayed the launch canisters for the 9M729 and its associated transporter erector launcher, or TEL, and offered some details about the complete system.

At that time, Russia said that the 9M729 featured an improved guidance system and a larger warhead compared to the older 9M728, known to NATO as the SSC-7 Southpaw, another weapon understood to have been used by Russia against Ukraine. Russia argued that the 9M729 was longer, heavier, and actually had less range than its predecessor. The new TEL can also carry four missiles, while the older vehicle associated with the 9M728/SSC-7 could only fire two before needing to reload.

Russia has said that the 9M729 has a range of just less than 300 miles, which would be clearly contradicted by the latest information from Ukraine, provided it is accurate.

The more regular employment of the 9M729 would provide Russia with another cruise missile option for striking Ukraine. Up until now, it has primarily relied on the air-launched Kh-101 cruise missile, as well as the Kalibr, which can be launched from surface combatants and submarines. All of these weapons, 9M728 and 9M729 included, are subsonic.

However, compared to other land-based options, the 9M729 offers Russia the advantage that it can be launched from locations deeper inside Russia. It is also mobile, meaning that it is relatively easy to relocate and to conceal, so it can be fired from different locations and axes, making it harder for already hard-pressed Ukrainian air defenses to deal with.

There are several other reasons why Russia might now be using the 9M729.

It could be that numbers of the Kh-101 and Kalibr are running low, with Russia’s military-industrial complex, hampered by Western sanctions, which especially affect high-technology components of the kind that precision-guided weapons rely on, unable to backfill the arsenal sufficiently. Existing 9M729 rounds would provide another option to boost stocks of standoff weapons.

Secondly, there is the issue of signaling to Ukraine’s allies in the West.

The reported use of the 9M729 comes as Kyiv pushes for the United States to supply it with Tomahawk cruise missiles. Like the 9M729, these would be ground-launched weapons and would be able to strike targets deep inside Russia with a very high degree of precision. Unlike the 9M729, the Tomahawk was not outlawed under the INF Treaty, since, at that time, it was only sea-launched.

As far as Kyiv is concerned, having access to weapons like the Tomahawk would put additional pressure on Moscow to end its war in Ukraine.

Russian officials, including Putin, have warned that supplying Ukraine with Tomahawks would be a dangerous escalation.

Russian employment of the 9M729 also serves as a message to NATO nations in Europe, most of which fall well within its assumed range.

In that sense, employing the 9M729 also serves to send a clear message to the West that Russia won’t bow to pressure, especially over the conflict in Ukraine. Other examples include recent tests of high-profile nuclear-capable weapons like the Poseidon nuclear-powered, nuclear-tipped, ultra-long-endurance torpedo, which you can read about here, and the Burevestnik nuclear-powered cruise missile, discussed here.

Another new weapon, the Oreshnik intermediate-range ballistic missile, has also been used against Ukraine by Russia. Today, Ukraine claimed that its security service and military intelligence destroyed one of these missile systems during a covert operation at the Kapustin Yar testing range, in the Astrakhan region of southern Russia.

In the United States, meanwhile, President Donald Trump issued a statement this week saying he “instructed the Department of War to start testing our Nuclear Weapons on an equal basis. That process will begin immediately.” The reason, Trump explained, was because of “other countries [sic] testing programs.”

The exact meaning of this statement remains unclear, but the possible implications are something we have discussed in detail.

At this point, we still don’t know with certainty that Russia is now using the 9M729 cruise missile against Ukrainian targets. However, considering its employment of other long-range weapons in the conflict, and the Kremlin’s ongoing efforts to send threatening signals toward Europe as Washington seeks a peace settlement, it certainly seems to fit that pattern.

Contact the author: [email protected]

Footage shows FBI and state police vehicles in Dearborn, Michigan, near Fordson High School, conducting an investigation. This comes after FBI Director Kash Patel said in a social media post that multiple people allegedly plotting a violent “terrorist” Halloween weekend attack were arrested.

China and the United States have agreed to ease their trade war – for now.

There have been concessions from both, with some of the most painful measures put on hold for a year.

So, what tactics did each side use in the battle between the world’s two biggest economies? Will they work? And what’s the longer-term outlook: agreement, or more trouble ahead?

Presenter: Nick Clark

Guests:

Andy Mok – Senior Research Fellow at the Center for China and Globalization think tank in Beijing

Neil Thomas – Fellow on Chinese Politics at the Asia Society Policy Institute’s Center for China Analysis in Washington, DC

William Lee – Chief Economist at the Milken Institute in Los Angeles

Relations nosedived in 2018 after Canada arrested a senior Huawei executive and have remained rocky ever since.

The leaders of China and Canada have taken a step towards mending the long-fractured ties between their countries with a meeting in South Korea during the Asia-Pacific Economic Summit.

Chinese President Xi Jinping and Canadian Prime Minister Mark Carney met on Friday and called for improving ties in a pragmatic and constructive manner, according to both sides.

“The leaders agreed that their meeting marked a turning point in the bilateral relationship,” a Canadian statement said.

Xi was quoted as saying that relations are showing signs of recovery, thanks to the joint efforts of both sides.

“We are willing to work together with Canada to take this meeting as an opportunity to promote the return of bilateral relations to a healthy, stable and sustainable track as soon as possible,” Xi said, according to an official report distributed by China’s state media.

Carney, who became prime minister in March, accepted an invitation from Xi to visit China, the Canadian statement said, without specifying any date.

Carney also later told reporters he was “very pleased” with the outcome.

“We now have a turning point in the relationship, a turning point that creates opportunities for Canadian families, for Canadian businesses and Canadian workers, and also creates a path to address current issues,” he said.

“The meeting signals a change in tone and an openness to relations at the highest levels, but this is not a return to strategic partnership,” said Vina Nadjibulla, vice president of the Asia Pacific Foundation of Canada. “Canada needs to proceed with caution because there’s nothing to suggest the Chinese Communist Party’s actions have changed since the prime minister named China as a foreign security threat.”

She said Carney should keep talking with Chinese leaders but stay mindful of China’s threats to Canada’s security interests, including its efforts to play a greater role in Arctic affairs.

Shaky relations

Relations took a nosedive in late 2018 after Canadian authorities arrested a senior executive of Chinese tech giant Huawei as part of its extradition agreement with the United States. China then arrested two Canadian citizens and charged them with espionage.

Ties did not improve much even after the 2021 release of the two Canadians, Michael Kovrig and Michael Spavor, and the Chinese executive, Meng Wanzhou, who is the daughter of Huawei’s founder.

More recently, relations have been shaken by Canada’s decision to levy a 100 percent tariff on electric vehicles (EVs) from China in 2024 and a 25 percent tariff on steel and aluminium. China retaliated with its own steep tariffs on canola, seafood and pork, and has offered to remove some of those import taxes if Canada drops the EV tariff.

Canada made the move last in tandem with the US.

The Canadian statement said that both leaders directed their officials to move quickly to resolve trade issues and irritants and discussed solutions for specific products such as EVs, canola and seafood.

Xi called for expanding “pragmatic” cooperation in areas such as the economy, trade and energy. Both Canada and China have been hit by tariffs imposed by US President Donald Trump.

The attempt at rapprochement comes as Carney looks to diversify Canada’s trade away from the US and as Trump says he plans to raise tariffs on imports of Canadian goods by an extra 10 percent. Canada’s free trade agreement with the US is up for review.

Earlier on Friday, Carney told a business event that the world of rules-based liberalised trade and investment had passed, adding that Canada aimed to double its non-US exports over the next decade.

Nadjibulla said China should not be viewed as the solution to Canada’s issues with the US, however.

“We should not diversify away from the US and go deeper into China,” she said. “Canada’s overdependence on both the US and China has been shown to be a vulnerability we cannot afford.”

The “expansion of European club competitions” has led to there being just one game on 26 December in the English top flight, says the Premier League.

Boxing Day fixtures have been a long-standing tradition in English football but this year the only Premier League game will be Manchester United’s home match with Newcastle United (20:00 GMT).

While confirming the schedule for this year’s festive fixtures, the league’s communications manager George Haberman said: “The Premier League would like to acknowledge the circumstances that have led to a reduced number of matches on Boxing Day this season – impacting an important tradition in English football.

“There are now several challenges to Premier League fixture scheduling rooted in the expansion of European club competitions – which led to a revision of our domestic calendar ahead of last season, including changes to the FA Cup.

“This ultimately left the Premier League as a 33-weekend competition – fewer than previous seasons, despite being a 380-match competition since 1995.”

More to follow.

The Implications of Tinubu’s Presidential Pardon/ | RSS.com

On The Crisis Room, we’re following insecurity trends across Nigeria.

Tinubu’s presidential pardon has stirred debates across NIgeria. What does this mean for justice, accountability and Nigeria’s security? We ask these questions in this new episode of #TheCrisisRoom featuring Abba Hikima and Shettima DanAzumi.

Hosts: Salma and Salim

Guests: Abba Hikima and Shettima DanAzumi.

Audio producer: Anthony Asemota

Executive producer: Ahmad Salkida

For the first time, Sikorsky’s optionally-piloted UH-60 Black Hawk helicopter performed parachute drops, hovered on its own while sling loads were attached, and flew a simulated medical evacuation mission at the direction of an untrained individual onboard. This all took place at an exercise earlier this year, which also marked the first instance in which a member of the U.S. military had full control over the Optionally Piloted Vehicle (OPV) Black Hawk. Sikorsky has been steadily expanding the OPV’s flight envelope and capabilities for years now, work that is now also feeding into its plan for its fully uncrewed U-Hawk drone.

Sikorsky, currently a subsidiary of Lockheed Martin, brought the OPV Black Hawk to Exercise Northern Strike 25-2 back in August, but details about how the helicopter was utilized are only being shared now. The OPV’s participation in the event came through a partnership with the Joint Personnel Recovery Agency (JPRA) and the Defense Advanced Research Projects Agency (DARPA). Each year, the Michigan National Guard’s National All-Domain Warfighting Center (NADWC) hosts multiple iterations of Northern Strike, which features air, as well as ground and maritime components.

Flight testing of the OPV Black Hawk first started in 2019, and it flew for the first time without anyone on board three years later. At the core of the OPV is a fly-by-wire control system coupled with the MATRIX autonomy flight control software package. Development of MATRIX stretches back more than a decade now, and DARPA supported it early on through the Aircrew Labor In-Cockpit Automation System (ALIAS) program.

At present, the semi-autonomous OPV is capable of flying along preset routes, which can be planned in advance of a sortie or on the fly in the field, all via a touch-screen interface on a tablet-like device. The helicopter has a degree of automated obstacle avoidance capability, and routes can also be manually altered by an operator while it is in flight. The pilot-optional Black Hawk does not require constant contact with a human operator to perform a mission, and it can act on instructions from multiple individuals at different points in a sortie. In addition, the control system allows for the performance of certain specific tasks, such as ordering the helicopter to go to a point and hold a hover there at a designated altitude. Just starting up and shutting down the OPV is done at the touch of a button, as well.

“Events like Northern Strike give us the opportunity to take user feedback and roll that into [MATRIX] software improvements as part of a continuous spiral of software loads,” Mike Baran, chief engineer at Sikorsky Innovations, told TWZ in an interview ahead of today’s announcements. “So over the past year, it’s [continued work on the OPV] been largely in the software area, and it enabled a lot of these missions that we performed successfully out at Northern Strike.”

It is important to note the OPV flew all of its sorties at Northern Strike 25-2 with a safety pilot on board. This is something that was dictated by the parameters of the exercise, which occurred within domestic U.S. airspace managed by the Federal Aviation Administration (FAA). There are strict regulations around where and when fully uncrewed aircraft can fly within the United States. In general, having a human pilot onboard also provides an additional margin of safety.

At Northern Strike 25-2, “a U.S. Army National Guard Sergeant First Class, trained in less than an hour, became the first soldier to independently plan, command, and execute OPV Black Hawk missions using the system’s handheld tablet,” according to a press release from Lockheed Martin today. “He directed the payload to a location 70 nautical miles away and commanded multiple precision airborne drops, marking the first time OPV Black Hawk operated fully under the control of an actual warfighter, instead of a trained test pilot or engineer.”

The Sergeant First Class in question, who has not been named, was also notably not a military aviator, which Lockheed Martin and Sikorsky say underscores the ease of training individuals to operate the OPV.

“The level of autonomy that the team has with the MATRIX technology and how that’s put into the [OPV] aircraft, it really takes an operator, not a pilot,” Ramsey Bentley, Sikorsky Advanced Programs Business Development Director, also told TWZ while speaking alongside chief engineer Baran.

For the precision parachute drops during Northern Strike 25-2, the OPV had first been directed to fly racetrack patterns over Lake Huron. Soldiers on board were responsible for actually releasing the payloads from the helicopter. Lockheed Martin’s press release also notes that this particular sortie was planned and executed while the operator was aboard a U.S. Coast Guard boat on the lake.

In addition, the “OPV Black Hawk completed its first-ever autonomous hookup of an external load while airborne,” according to the release. “Using its hover stability capabilities, the aircraft held position while soldiers quickly and efficiently attached a 2,900-pound water tank [trailer; also known colloquially as a water buffalo] without pilot intervention. The demonstration showed that a MATRIX-equipped aircraft can perform complex aerial resupply missions in the field.”

The OPV also carried Multiple Launch Rocket System (MLRS) Family of Munitions (MFOM) ammunition ‘pods’ slung underneath multiple times during the exercise. Tracked M270 MLRS and the wheeled M142 High Mobility Artillery Rocket System (HIMARS) launch vehicles both fire various munitions via standardized MFOM pods.

Sling load operations, including hooking and unhooking payloads, as well as flying to a destination with a large object swinging below, can be complex and challenging.

“The amount of experience that a pilot has, especially doing sling load operations and hookups – it takes really years to develop that capability, and that additional sense, or that ‘air sense,’ if you would,” Bentley said. “It’s not very easy, hovering over a point that you can’t see underneath to do these hookups and things like that.”

“One of the things that we’ve heard from operators on the ground is that the MATRIX capability and the autonomy [on the OPV] actually provides a much more stable platform than with a human pilot on board,” he added. “When you bring the aircraft in through the tablet interface and you ask it to hold a 10-foot hover, it holds a 10-foot hover.”

“You’re not relying on a crew chief that’s frankly hanging out of a window or hanging out the back of the aircraft, kind of upside down,” to help keep the helicopter in the proper position, he further noted. With the OPV, “the operator himself kind of has that third-person viewpoint.”

Lastly, at Northern Strike 25-2, “a soldier then used OPV Black Hawk to conduct a simulated personnel recovery, including a tail-to-tail patient transfer to a piloted Black Hawk at an unimproved landing site,” according to Lockheed Martin’s release. “This was the first time an untrained soldier commanded an autonomous MEDEVAC [medical evacuation] recovery from inside the OPV Black Hawk aircraft.”

All of this underscores the potential benefits and flexibility that optionally piloted Black Hawks might offer, especially due to the reduced crewing requirements. Being able to perform missions, or just pre-position helicopters, without the need for a pilot would be a boon in many scenarios, while also helping to reduce physical and mental strain on aviators, particularly during high-tempo operations. DARPA’s aforementioned ALIAS program was focused heavily just on increasing safety margins by scaling back the workload for human pilots, as you can read more about here. Not needing to have any humans on board for certain missions would help reduce risk, which could open up new operational opportunities in or around more contested environments, as well.

In speaking with TWZ, Sikorsky’s Bentley offered a more complete vignette for how OPVs might be utilized in future operations.

“Think about contested logistics, where, at the load point, you’ve got soldiers on the ground … The aircraft runs through all the preflight checks and everything, just like a human pilot would,” he explained. So, with “the ability of the aircraft to be sitting there at a field site, a non-pilot operator walks up, cranks the aircraft, loads in his mission, the aircraft picks up, it hovers over, or it does its internal load operations, and then it takes off and departs along on the mission [route], avoiding obstacles, etc.”

“Then, once the aircraft gets to the destination, another operator can take command of the aircraft, and execute the load out or the drop of the load,” he continued. “Or the aircraft will land and the operator can shut it down, or whatever they need to do.”

“You know the key thing there is that that’s really a customer decision,” Bentley also said when asked specifically about whether there might be plans to demonstrate the ability of OPV to conduct air drops with personnel in the main cabin, but no one in the cockpit. “Obviously, we are very comfortable with the autonomy capability of the aircraft, … but when it comes to employment of the capability and technology, that’s really a customer decision on how they want to employ the asset.”

He added that the OPV’s capabilities, and that of the underlying MATRIX software, are expanding and evolving with a constant eye toward being scalable to meet individual customer demands, which will be based in part on “their permissions, their authorizations,” and what they learn as they “develop their individual techniques, tactics, and procedures.”

Work on the OPV is also now feeding into a larger vision of crewed, pilot-option, and/or fully uncrewed variations of the Black Hawk operating collaboratively together. Bentley noted that Sikorsky has previously envisioned OPVs flying out ahead of crewed Black Hawks with soldiers onboard to perform various tasks as part of a larger mission.

“Now you’ve got [fully uncrewed] U-Hawks out there in front, and that U-Hawk is delivering launched effects UASs [uncrewed aerial systems] ahead of the ground force, and then that U-Hawk lands in the landing zone and dispatches UGVs, uncrewed ground vehicles, ahead of the soldiers,” he said. “And now we’re doing that autonomy, uncrewed, both air and ground teaming, in the soldiers’ hands, setting the conditions before the soldiers ever arrive at the landing zone.”

Sikorsky and Lockheed Martin are also heavily pitching U-Hawk as a way to squeeze new capability out of older UH-60L model Black Hawks, which the U.S. Army is notably in the process of retiring. Converting L variants in U-Hawks has been presented as a relatively economical option that is able to leverage well-established global sustainment chains, as well.

“We think about the Black Hawk as an enduring platform. The Army’s said that it’s going to be around for another 50-plus years,” Bentley said when asked about any potential plans now for offering an OPV-type conversion option. “So our ability to take MATRIX technology and put that on enduring platforms is critical to developing new capability, and, frankly, doing it at a different price point.”

The exact difference in the price point between the U-Hawk and OPV configurations is unclear, but Sikorsky has noted in the past that the OPV has additional systems requirements because it is still rated for crewed flight. There are then distinct costs associated with meeting those demands.

Non-military customers for OPV Black Hawks, as well as U-Hawks, could also be in the wings. The current operator base for crewed Black Hawks already extends beyond armed forces. Sikorsky has already demonstrated the OPV’s ability to conduct a wildfire-fighting mission, which also involved working with a third party to develop unique additions to the MATRIX software for that role.

“So we were out in California in April of this year, working with a company called Rain. And Rain went in and developed a kind of a wildfire suppression algorithm and autonomy capability, where it uses the sensors on board OPV Hawk to spot the wildfire,” Bentley said. “And we were able to demonstrate autonomous wildfire suppression to include OPV going [and] finding the pool or the fill site for the Bambi Bucket.”

“And then once it filled up the Bambi Bucket with water, then the system [on] the aircraft would take off, and it would go toward a general area that the team designated as an area of interest,” he continued. “The sensors on board the aircraft … then would identify the fire through a FLIR [forward-looking infrared] camera. And then the Rain autonomy [package] would figure out the hot spot, figure out the approach path, and the dispersion of the water, and then it would command the OPV aircraft to fly the flight route. And then it commanded the water release also.”

Altogether, as the details about what happened at Northern Strike 25-2 have now further underscored, Sikorsky and Lockheed Martin continue to steadily build out the OPV Black Hawk’s capabilities, which could also now have implications for U-Hawk.

Contact the author: [email protected]

Dutch chipmaker Nexperia has suspended wafer shipments to its Chinese assembly plant in Dongguan, a move that could intensify the semiconductor supply crunch already rattling automakers worldwide.

The suspension, revealed in a company letter dated October 29 and signed by interim CEO Stefan Tilger, followed the Chinese unit’s failure to meet contractual payment terms. It comes amid escalating tensions after the Dutch government seized control of Nexperia from its Chinese owner, Wingtech Technology, in late September, citing national security and governance concerns.

Why It Matters

The halt threatens to disrupt automotive and electronics supply chains at a critical time. Around 70% of Nexperia’s chips produced in the Netherlands are packaged in China, meaning the freeze could ripple through global manufacturing networks.

The dispute also underscores the deepening fractures in global tech supply chains, where national security concerns and trade controls increasingly shape corporate decisions. With the U.S., China, and Europe tightening technology restrictions, Nexperia’s situation reflects the mounting geopolitical tug-of-war over semiconductor control.

Nexperia (Netherlands): Seeking to maintain operations while asserting independence from Chinese influence.

Wingtech Technology (China): The former owner now sidelined after Dutch government intervention.

Dutch Government: Exercising sovereignty over critical tech assets amid Western security coordination.

Chinese Ministry of Commerce: Blocking Nexperia’s chip exports from China in retaliation.

Global Automakers: Companies like Stellantis and Nissan are monitoring potential production halts as chip prices soar.

What’s Next

Nexperia says it is developing alternative supply routes to support its global customers but has not disclosed details. The Dongguan facility remains operational, though limited by the wafer cutoff.

Analysts expect further trade retaliation from Beijing, potentially deepening the rift between European and Chinese semiconductor ecosystems. Automakers warn of possible shortages by mid-November if shipments do not resume.

Implications

This episode highlights how state intervention in technology firms is reshaping global supply chains. The Dutch government’s takeover framed as a national security move signals Europe’s growing alignment with U.S. export controls targeting Chinese tech entities.

In the short term, the halt could spike chip prices and strain automotive production, particularly in Asia and Europe. Long term, it may accelerate a strategic decoupling between Western and Chinese semiconductor manufacturing bases.

Politically, this marks a test of Europe’s resolve to protect critical tech sectors even at the cost of trade friction with Beijing.

With information from an exclusive Reuters report.

The United Kingdom’s King Charles III has stripped his brother, Andrew, of the title of prince and ordered him to leave his lavish residence near Windsor Castle, Buckingham Palace announced on Thursday. Observers say the Palace is finally taking decisive action over Andrew’s connections to the late sex offender, Jeffrey Epstein, and allegations that the two men sexually abused Virginia Giuffre when she was a teenager.

Andrew, 65, the second son of the late Queen Elizabeth and younger brother of King Charles, has faced growing scrutiny over his personal conduct and ties to Epstein. Earlier this month, he was pressured into giving up his title of Duke of York.

“I have decided, as I always have, to put my duty to my family and country first. I stand by my decision five years ago to stand back from public life,” Andrew said at the time. He also said he “vigorously den[ies] the accusations” against him.

Buckingham Palace hopes to be seen as taking a decisive step, drawing a line after years of compromising scandals. In 2022, Andrew was removed from numerous royal duties due to his connections to Epstein.

How did Andrew’s ties to Epstein come to light?

Born in 1960, Andrew was once one of the more popular members of the British royal family, known for his military service as a helicopter pilot during the Falklands War in 1982.

For years, however, Andrew’s personal antics have generated embarrassing headlines, testing the patience of the royal family. In 2024, for instance, court documents revealed that a close adviser on Andrew’s business affairs was a suspected Chinese spy.

But it was Andrew’s persistent ties to Jeffrey Epstein that ultimately forced King Charles’s hand and led to Andrew stepping down from his royal duties in 2019. Epstein died by suicide in a US prison in 2019 while awaiting trial on sex trafficking charges.

In 2021, Virginia Giuffre – one of the most prominent accusers of Epstein – filed a lawsuit alleging rape and sexual abuse against then-Prince Andrew. She claimed she had been forced to have sex with him on multiple occasions when she was 17, a minor under US law.

Prince Andrew has always denied Giuffre’s allegations, even insisting that a now-infamous photograph that appeared to show them together had been doctored. But in 2022, he agreed to settle the lawsuit, costing him as much as $16m.

Virginia Giuffre died by suicide in April this year. She was 41 years old.

Earlier this month, British newspapers reported that Andrew had emailed Epstein in February 2011 – more than two months after the prince told the BBC he had severed all ties with his former associate.

The email was sent at a time of heightened media coverage of the Epstein scandal, with Andrew telling Epstein they were “in this together” and would “have to rise above it”.

These disclosures ultimately prompted Buckingham Palace’s response on Thursday.

What has Buckingham Palace said?

In a statement released on Thursday night, Buckingham Palace said the King’s brother is now to be known as Andrew Mountbatten Windsor.

He will no longer be styled “Prince” or “His Royal Highness (HRH)” and he has lost his dukedom, earldom, barony, military ranks and royal patronages.

It also announced that he is to be evicted from his residence, the sprawling Royal Lodge that was once home to the Queen Mother, near Windsor Castle, west of London.

“His lease on Royal Lodge has, to date, provided him with legal protection to continue in residence. Formal notice has now been served to surrender the lease and he will move to alternative private accommodation,” the palace statement said.

“These censures are deemed necessary… Their Majesties wish to make clear that their thoughts and utmost sympathies have been, and will remain with, the victims and survivors of any and all forms of abuse,” it added.

A palace source said the decision was taken by King Charles, but that he had the support of the wider family, including heir-to-the-throne Prince William, in a bid to limit reputational risks to the monarchy.

Elsewhere, culture secretary Lisa Nandy told the BBC’s Question Time programme that the king’s latest decision was a “truly brave, important, and correct step”, sending a “powerful message” to survivors of sexual abuse.

Why has Andrew been evicted from Royal Lodge?

In recent weeks, the British press has been rife with speculation about Andrew’s finances after The Times newspaper reported on October 21 that he had not paid rent on his 30-room mansion – known as Royal Lodge – for two decades.

It was revealed that he had a lease on the property stipulating a “peppercorn rent”: In return for carrying out renovations and maintaining the mansion, Andrew was paying a rent of “one peppercorn” each year.

In a rare political intervention, a British parliamentary committee on Wednesday questioned whether Andrew should still be living in the house, which is owned by the monarch and located 5km (3 miles) south of Windsor Castle.

On October 28, the BBC also revealed that Prince Andrew had hosted Jeffrey Epstein, Ghislaine Maxwell – Epstein’s associate, later jailed for sex trafficking – and Harvey Weinstein, the disgraced film producer convicted of rape, at Royal Lodge.

The three visited Andrew’s home in 2006 to celebrate his daughter’s 18th birthday, just two months after a United States arrest warrant had been issued for Epstein over the sexual assault of a minor.

Where will Andrew live now?

It is understood that Andrew will move to a property on the private Sandringham Estate in Norfolk, which will be privately funded by his brother, the king.

The wider Sandringham Estate covers approximately 8,100 hectares (20,000 acres) with 240 hectares (600 acres) of gardens, and the Palace has not stipulated which property he will stay in.

It is also understood that Andrew’s move to Sandringham will take place “as soon as practicable”.

His ex-wife, Sarah Ferguson – who still lives at Royal Lodge with him – will also move out of Royal Lodge and make her own living arrangements.

Have other royals in the UK been stripped of their titles in the past?

The stripping of Prince Andrew’s royal titles by King Charles III is unusual in modern British history.

Other royals have relinquished titles voluntarily – such as Princess Diana giving up HRH following her divorce from King Charles – and King Edward VIII, who abdicated from the throne in 1936 to marry Wallis Simpson, an American woman who had been divorced twice.

Others have lost their privileges for political reasons – such as Ernest Augustus, Duke of Cumberland, for siding with Germany in World War I – but there has not been a case of a reigning monarch or immediate family being stripped of their status for scandal-related reasons.

In that sense, Andrew’s case is the most serious demotion of a senior British royal in recent memory.

Deputy White House Chief of Staff Stephen Miller has told Immigration and Customs Enforcement agents they are legally protected from prosecution and local officials cannot arrest them.

Fox News host Will Cain questioned Miller during an October 24 interview. Illinois Governor JB Pritzker, Cain said, “talked about interfering with, arresting, ICE agents in Illinois”.

Cain asked Miller under what federal authority the Trump administration could arrest Pritzker if the governor tried to arrest ICE agents.

“To all ICE officers, you have federal immunity in the conduct of your duties,” Miller said. “And anybody who lays a hand on you or tries to stop you or tries to obstruct you is committing a felony.”

Miller said his answer applied to any local or state official “who conspires or engages in activity that unlawfully impedes federal law enforcement conducting their duties”.

The day before Miller’s comments, Pritzker signed an executive order establishing the Illinois Accountability Commission to document federal law enforcement actions and refer possible law violations to local and state agencies for investigation. Chicago is the latest target in the Trump administration’s immigration crackdown, and agents have arrested more than 3,000 people there.

Pritzker acknowledged in an October 16 interview that “federal agents typically have federal immunity, but they’re not immune from the federal government holding them accountable and responsible”.

His statement is less sweeping than Miller’s, and Pritzker noted that the federal government can prosecute federal agents.

Immigration agents, like other law enforcement officers, have broad protections when conducting official duties. That doesn’t mean they can’t be held legally accountable if they break state or federal law.

“Federal officials are not categorically immune from state criminal prosecution, even while on duty,” Bryna Godar, a lawyer at the University of Wisconsin’s State Democracy Research Initiative, wrote in a July 17 report.

When contacted for comment, the White House pointed PolitiFact to an October 23 letter that US Deputy Attorney General Todd Blanche wrote to California officials.

“The Department of Justice views any arrests of federal agents and officers in the performance of their official duties as both illegal and futile,” Blanche wrote.

He cited several federal laws and provisions, including the US Constitution’s Supremacy Clause. The clause limits when states can prosecute federal agents who break state law, but it does not act as blanket immunity, legal experts said.

Miller’s statement is “wrong on its face”, Steve Vladeck, a Georgetown University constitutional law professor, wrote in his October 27 newsletter.

The federal government can prosecute immigration agents who break the law

Federal immigration agents can’t break the law with impunity.

In 2024, a federal judge convicted and sentenced to federal prison a US Customs and Border Protection agent for using excessive force against two people at the southern border. Department of Homeland Security watchdog officers investigated the case.

The federal government has cited its power to hold agents accountable in court arguments. After a Border Patrol agent shot and killed a 15-year-old Mexican boy at the southern border in 2010, the Justice Department said in a 2019 Supreme Court brief that the federal government investigates allegations of excessive force by agents “and may bring a federal criminal prosecution where appropriate”.

Non-government organisations can also sue the federal government for its agents’ actions. Several groups in Chicago, including journalism organisations, sued the Trump administration saying federal agents are using “a pattern of extreme brutality in a concerted and ongoing effort to silence the press and civilians”.

In that case, federal District Judge Sara Ellis ordered immigration agents not to use tear gas and other riot control tactics unless people are posing an immediate threat. If the agents are going to use tear gas, they are required to give a verbal warning first.

After reports that agents weren’t following the court order, Ellis ordered Gregory Bovino, the senior Border Patrol official overseeing the federal immigration actions in Chicago, to meet with her every weeknight to report all confrontations officers have with the public. A federal appeals court has since temporarily paused Ellis’s order.

Vladeck wrote that even if the Trump administration does not investigate or prosecute immigration agents who might have broken the law, it doesn’t mean the federal government doesn’t have the power to do so.

Pritzker said his state’s commission seeks to document actions that could be prosecuted in the future.

State governments aren’t barred from prosecuting federal agents

State governments can also prosecute immigration agents if they break state law. However, there is a limitation known as supremacy clause immunity, which comes from the US Constitution’s clause that says federal law supersedes conflicting state laws.

Protections against state prosecution for federal agents date back to a 1890 Supreme Court decision. David Neagle, a US marshal assigned to protect a Supreme Court justice, shot and killed a man who assaulted the justice. California arrested Neagle and charged him with murder. The Supreme Court ruled that the state couldn’t prosecute Neagle because he was carrying out official duties.

Generally, federal agents are protected from state prosecution if their actions were authorised by federal law, and if the actions were “necessary and proper” for agents to fulfil their duties.

A federal court ruled in 1990 that a customs agent was immune from state charges for speeding while driving during a drug operation. The agent acted under US laws and was justified in concluding speeding was necessary to fulfil his duties, the court said.

But a US marine wasn’t given immunity in 1990 after he killed a person in a car accident while he was driving in a military convoy in North Carolina.

“In short, while Supremacy Clause immunity grants federal officials a partial shield from state prosecution, that immunity is not absolute,” Godar wrote.

Contrary to Miller’s statement, Vladeck wrote, it’s not a felony “for local or state authorities to arrest someone who they have probable cause to believe committed a state crime”.

If a state brought charges against federal immigration agents, the court would have to determine whether an officer reasonably would have thought the actions were necessary to carry out federal duties.

“That’s a generous standard, to be sure,” Vladeck wrote. “But it is by no means a get-out-of-prosecution-free card.”

Our ruling

Miller said: “To all ICE officers, you have federal immunity in the conduct of your duties.”

Immigration agents, like other law enforcement officers, have broad protections when they’re conducting official duties. But they’re not immune from prosecution if they break state or federal law.

The federal government can and does prosecute federal officers who break the law.

States can’t prosecute agents for breaking state law if the agents were acting under the reasonable confines of their official duties. But those restrictions aren’t absolute.

The statement contains an element of truth; federal immigration agents have some immunity from state prosecution. But the protections aren’t as sweeping as Miller made them sound, giving a different impression. Federal agents can and have been prosecuted by states.

We rate Miller’s statement Mostly False.

Earlier this year, Ya Jalo Mustapha stayed with her two sons, Ali and Bor, in Njimiya, a village in Sambisa Forest, Borno State, North East Nigeria, an area under the governance of the Islamic State West Africa Province (ISWAP). 

In Njimiya, as in other villages under its control, ISWAP’s authority is absolute — enforced through rules, fear, and constant surveillance.

One day, Ya Jalao’s sons went out and never returned. No one could say where they had gone or whether they were alive. In the weeks that followed, rumours spread that some men from nearby settlements had been seized by the military during raids.

Such disappearances are not uncommon in Borno State, where years of insurgency have blurred the lines between civilians and suspects. In one well-known case, 42 men from Gallari village were arrested by the military on suspicion of being Boko Haram members and detained for 12 years without trial; only three were recently released. Other times, the insurgents also abduct and forcibly recruit young men. 

In October, five months after their disappearance, Ya Jalo’s daughters-in-law remarried Boko Haram terrorists. 

Stranded with her four grandchildren, Ya Jalo knew she could not remain in Njimiya. Her eleven-year-old granddaughter, Magana, was next in line to be forced into marriage. “A suitor was already chosen for her,” Ya Jalo told HumAngle. “I was at the risk of losing her, too.”

Staying in the villages is rarely a sign of loyalty. For most families, it is because they risk execution if they flee, while staying at least allows them to eat from their farms.

Every day brought a deeper fear for Ya Jalo. She worried that her grandsons would slowly absorb the teachings of the insurgents. With no schooling except the sermons of Boko Haram, the risk of their indoctrination weighed heavily on her.

She kept her plan secret until the morning of her escape. That day, Ya Jalo informed neighbours that she was visiting a relative in a nearby settlement with her grandchildren. That began the three-day trek to Bama town. They travelled through bush paths, walking mostly at dawn and dusk until they reached the camp. 

“The journey was full of risks and uncertainty,” she said. “Even the children don’t know where we’re heading.” They eventually arrived. 

A different kind of struggle

For families fleeing Boko Haram-held villages, arriving at the Bama IDP Camp feels like stepping out of a nightmare. Many come with the hope that they are walking into safety, a place where food, shelter, and healing will finally be waiting. 

But what they find is a different struggle altogether. The displacement camp has exceeded its capacity, with hundreds of people living there. In early 2025, the government relocated about 3,000 persons to Dar Jamal, a small fraction that barely reduced the camp’s congestion. 

New arrivals, like Ya Jalo, often sleep in the open because no shelters are available. Since she was with children, Ya Jalo moved in with a relative who lives nearby. 

At the camp, individuals are required to register with the State Emergency Management Agency (SEMA), which forwards the information to ZOA International. The organisation provides breakfast and lunch for five days and a cash token of ₦11,450 per person for three months. 

However, there is no provision for education, healthcare, and psychosocial support.  

Several others who are fleeing their homes for refuge at the camps are confronted with this reality. “We thought this would be a place to rest, but it is only another kind of struggle,” Hajja Kura lamented. She fled Zarmari in October, another Boko Haram stronghold, in early July to the Bama displacement camp.

The absence of proper shelter and long-term care leaves many returnees questioning whether their escape was worthwhile. Some, disillusioned, quietly return to their villages, where the danger of insurgents still lurks.

Children at risk

In Bama, Ya Jalo’s fears for her grandchildren continue in new ways. She often worries about how years of exposure to insurgent preaching may have shaped their minds.

“The children are like wet clay,” said Abba Kura, a community leader at Bama. “Whoever holds them first will shape them. In many of those villages, it was Boko Haram who held them first.”

The effect is visible across the camp. When HumAngle visited, ten-year-old Modu Abbaye recalled lessons he learned in the forest. “Boko Haram are kind,” he said. “They always preach to us not to cheat people, to be kind, and not to insult others.”

Even though the group killed his parents and his friend’s father, a schoolteacher, Modu still speaks of them with a child’s innocence. He has never attended a formal school and insists he never will because “it is forbidden”.

“I don’t want to go to school,” said Modu. He lives with a relative at the camp.

Due to the absence of structured education and psychological support at the camps, many children remain caught between conflicting identities, victims and vessels of the very ideology that uprooted them.

“Children growing up in displacement camps or conflict zones suffer disrupted education, delayed development, and persistent anxiety. They often struggle to imagine futures beyond survival,” said Mohammad Usman Bunu, an educator at Future Prowess School for displaced and vulnerable children in Maiduguri.

For Ya Jalo, that future feels uncertain too. As she watches her grandchildren adjust to life outside of their hometown, she is haunted by the same questions: what kind of lives will they build without their fathers and mothers, and will they ever know peace again? Her thoughts often drift to Ali and Bor, the sons who vanished months earlier.

“I also came here to wait for news of my sons,” she said. “I feel closer to them in Bama. I believe they are with the military, and one day I will be reunited with them.”

In Borno’s camps, stories like hers echo everywhere. Families are displaced, divided, and still holding on to hope that the war has not taken everything from them.

“You have control.” I grip the control column with my right hand and follow my pilot “Lambo’s” instructions, rolling the M-346 jet trainer into a left-hand turn and applying back stick pressure to ramp up the g-force. “Keep pulling, keep pulling,” he says calmly as I watch the g-meter in the top left of the head-up display tick up past 5g. As he eases the throttles back to idle power, the speed begins to bleed off. As it does, the jet automatically responds by reducing the amount of g-force my stick pressure allows. The jet’s programmable safety system is preventing us from exceeding a pre-selected angle-of-attack limit that means we can’t depart from controlled flight – a critical element of the M-346’s flight control system that enables carefree handling.

TWZ was provided the opportunity to experience many of the M-346’s training-related design safety features first hand during a visit and demonstration flight at the Beech Factory Airport in Wichita, Kansas, in October. Beechcraft, part of Textron Aviation, and its industry partner Leonardo of Italy, shipped a prototype M-346FA (Fighter Attack) variant to the U.S. in September for a series of demos designed to help cultivate awareness of the jet’s capabilities. The two companies are jointly preparing to offer a bespoke M-346N variant in response to the U.S. Navy’s Undergraduate Jet Training System (UJTS) competition, which seeks to replace the aging T-45 Goshawk.

Fly along with us in the M-346 by clicking the video at the top of the story and check out our full walk around tour of the jet in the exclusive video below:

Leonardo test pilot “Lambo” went on to demonstrate what’s known as the Pilot-activated Recovery System, or PARS, which at the touch of a large red button on the console takes control of the jet and returns it to stable flight, should the pilot become disorientated. I was also able to get a feel for the handling performance through a series of aileron rolls and tight turns. Having got a hands-on grasp of the flight control safety features – we moved onto what Leonardo and Beechcraft see as a fundamentally important element of the M-346 – its embedded tactical training system (ETTS).

“Lambo” selected an air-to-air training scenario in the ETTS menu, and a computer-generated radar scope appeared on the left-hand multifunction display. Although the M-346FA variant can be equipped with a real radar, the training variant relies on virtual mission systems generated by the jet’s computers. Acting as my instructor, “Lambo” tee’d up an enemy target on the synthetic radar display on one of the cockpit’s three multifunction screens. Out of beyond visual range, an “Su-27” was now being tracked. He walked me through how to identify and then target and fire upon the hostile aircraft with one of our virtual AIM-120 AMRAAM missiles. As well as air-to-air modes, the M-346’s embedded training system can also generate synthetic targets on the ground for attack training with smart munitions, as well as other important air combat scenarios such as engagements by surface-to-air missiles. 

“Lambo” set up another target, this time a C-130 transport aircraft flying within visual range of us. In addition to a radar track, the software can generate a synthetic electro-optical image from a virtual targeting pod. This enables the student to manipulate the pod imagery, in this case to gain a positive visual identification of a target. The set of demonstrations was carefully planned to illustrate some of the many facets of the ETTS, which enables development of mission management skills during flight training and much more, as I’ll explain later.

After 50 minutes, we were back flying the pattern at the Beech Factory Airport before touching down for a full-stop landing.

M-346 development

The baseline M-346 configuration stems from development of the Yak-130, which started in 1991. In search of a technology partner, Russia’s Yalovlev teamed up with Alenia of Italy in 1993 during the improved relations between Europe and Russia in the post-Cold War thaw, and the joint venture resulted in the first flight of a prototype Yak-130/AEM-130 in 1996. This partnership was dissolved in 2000, and both companies parted ways to pursue separate programs.

Alenia (today known as Leonardo) developed its own substantially modified and aerodynamically different version of the jet trainer. The resulting M-346 embodied many of the attributes found in modern front-line fighter aircraft such as multifunction displays, hands-on-throttle-and-stick (HOTAS) controls, carefree handling and a helmet-mounted display. The first M-346 was rolled out at the now Leonardo plant at Venegono on June 7, 2003, and made its maiden flight on July 15, 2004.

The lead customer for the M-346 was the Italian Air Force, which procured the aircraft to replace the Aermacchi MB339 jet trainer. As the M-346 entered service with the Italian Air Force, it exposed other air forces and NATO air arms to the aircraft, some of which ultimately seized upon the opportunity to train fighter pilots in partnership with the Italian operator. As the overseas requirement gathered pace, the M-346 became the basis for a new International Flight Training School at Decimomannu in Sardinia from 2018 under a collaboration between the Italian Air Force and Leonardo. Leonardo has also secured sales of the M-346 to Israel, Poland, Singapore and Qatar.

Having initially partnered with General Dynamics and then with Raytheon as prime contractors, Leonardo proceeded alone in offering a version of the M-346 – dubbed the T-100 – for the U.S. Air Force’s T-X trainer competition to replace the T-38 Talon. After a long procurement process, Boeing’s clean-sheet design T-7 Red Hawk was selected by the USAF in 2018.

Leonardo is now partnered with Beechcraft to offer the M-346N to the Navy for the UJTS jet trainer competition, which also looks set to invite proposals from Boeing for the T-7, as well as for the TF-50 from Korea Aerospace Industries/Lockheed Martin, and from SNC for its new Freedom Trainer.

Suitability to replace the T-45

The T-45 Goshawk has been in service for three-and-a-half decades, and it soldiers-on as the Navy’s singular fast jet training aircraft. The Goshawk is used to teach student naval aviators coming from the T-6 Texan II basic trainer, taking them to their first fast jet “hop,” to then learning the skills required for taking off and landing from an aircraft carrier, as they navigate the challenging path towards gaining their coveted ‘wings of gold.’ 

The Navy has been exploring replacement options for the T-45 for several years, although the timeline for acquiring this new aircraft was pushed back substantially in 2023. The Goshawk has had its fair share of issues in recent years, from a high-profile onboard oxygen generation issue to a number of crashes and subsequent groundings, which have had a significant impact on training output.

The M-346 is powered by twin non-afterburning Honeywell F124-GA-200 turbofan engines that produce 6,280 pounds of thrust each, which enables transonic speed performance for the aircraft. Having two engines is noteworthy as a significant number of single-engine T-45 losses have been caused by bird ingestion. “This airplane is a fantastic replacement for the Goshawk because it is not only a high performing twin-engine, fly-by-wire jet, but also because it’s part of an entire training system.” says Steven Helmer, a Textron Aviation and Defense Flight Test and Demonstration pilot.

The initial climb rate of the M-346 is in the region of 22,000 feet per minute. After getting airborne, a pilot can raise the gear and flaps and pitch up to 20-25 degrees nose high, and leave it there as the jet climbs away. “A high thrust-to-weight ratio translates to very good turn performance as well – the aircraft will sustain as much as 8g at low altitude, and 5-6g at medium altitudes,” comments Helmer, who is a graduate of the U.S. Naval Test Pilot School.

Helmer says that despite having two engines, the M-346N is expected to save in the region of 25-30% in fuel costs per hour compared to the T-45. The bespoke Navy variant is also expected to be offered with an Automatic Ground Collision Avoidance System (Auto-GCAS).

“The twin-engine setup provides built-in redundancy, particularly for critical systems like electrical and hydraulic, which are independently powered by each engine,” Helmer explains. “This design helps eliminate single points of failure, enhancing overall safety. This advantage becomes even more important with modern aircraft, which demand more onboard power. In contrast, single-engine aircraft with afterburners must rely on highly dependable emergency power units and duplicate several systems to meet safety standards.” 

“The U.S. Navy has indicated to us that they will not require supersonic performance for the UJTS aircraft. There is no advantage to having a supersonic aircraft, particularly in the era of digital fly-by-wire flight controls, which compensate for the change in aerodynamics as an aircraft accelerates through Mach one,” says Helmer. “The ability to sustain supersonic flight comes at a cost in terms of fuel and engine complexity, which would negate some of the operational cost advantage of M-346N. It’s also worth noting that the maximum speed for M-346 is 1.15 Mach, yielding transonic training capability and safety margin for students.”

Blending simulation with live flying

Synthetic training has become an intrinsic element of military flying training and a key requirement for any modern training aircraft. This reflects a desire to “download” flying handling and mission systems management to training aircraft, which are cheaper to operate than frontline platforms. It also helps to simplify the path for new aviators as they progress to type conversion for their operational aircraft.

“It’s incredibly important to have a mature synthetic element because that gives you multiple ways to inject different things into the scenario,” says Helmer. “The maturity of it allows you to inject things in a way that’s realistic and that has already been fed back from the customer to the OEM [original equipment manufacturer] to make the system match reality in the best way possible, and that’s going to allow you to have massive cost savings.”

The M-346 aircraft itself sits at the center of a significant integrated training system. Student aviators coming to the M-346 start their fast jet journey with a set of ground-based training aids that promote familiarity with the aircraft, teach safety procedures and mission systems so they are suitably prepared for live flying in the actual aircraft. The simulator elements include desktop procedural training devices and full-motion dome simulators, which afford students realistic handling and a mission systems training environment. 

The live, virtual, constructive (LVC) element of the training system is particularly noteworthy, as it sits across both the simulator and live flying. The simulators can be connected to real M-346s flying missions. This allows live flights to be linked with simulator ‘flights,’ with a student in the air able to “fly” alongside a student wingman in the simulator on the ground, all overseen by an instructor in a real time monitoring station and all connected together via data link.

“Instead of sending up two jets with two red air aggressor jets for perhaps a 2-v-2 mission to generate one student exercise, with this system we can send up a pair of M-346s and generate two virtual jets that are being flown in the simulator. It means we are using half as many actual aircraft,” Helmer says. “With the same number of airplanes on the line, I can generate sorties faster and get students through the syllabus with a lot less friction, or I can have fewer jets and save money that way as well. So either way it’s going to allow a lot more bang for buck for the U.S. taxpayer.”

“The embedded tactical training system, or ETTS, gives us the live, virtual, constructive capability. That’s the live airplane, the virtual part is all of the tracks we can inject synthetically – whether that’s other friendlies, enemy aircraft, enemy ground troops, surface-to-air threats, things of that nature – into the scenario. The constructive part would be having two airplanes [for example], but each one of us has a virtual wingman, either synthetically injected and working in concert, or being flown in the simulator. So, I’m in the airplane and we’re wingmen or we’re fighting each other. It gives the Navy a lot of flexibility in how they train going forward. We’re going to bring in a lot more virtual training and a lot more flexibility to the syllabus to start introducing some advanced concepts sooner.”

The ETTS utilizes a mission computer inside the jet that enables a fully-integrated live virtual constructive menu of options for the instructor and student. It also allows the students to train with simulated stores and sensors, which were demonstrated during our flight. “You can have imagery that looks like you have a [targeting] pod on the airplane even though you don’t. So when I slew around using my HOTAS controls, just like I would in an F/A-18, that’s going to show me an image on the ground that actually matches reality, because we geo-rectify those images based on where we are. So you set up a scenario based on each base you’re at or the en route portion of a flight, for example, and that’s going to show you that relevant imagery,” says Helmer. 

The M-346’s synthetic radar can simulate a mechanically scanned array radar or an electronically scanned radar. It also includes electronic warfare modes that provide a simulated radar warning receiver, missile approach and launch warning system, laser warning system, countermeasures dispensing, and an active electronic countermeasures system. “It really is up to the customer on what they want to see. So you’re bringing in sensors. It’s not just tracks.”

“As far as looking outside is concerned, you’ve got everything on your screens to cue your eyes in the right direction, but what am I actually going to see when I look outside?

From that point, we go forward into augmented reality, which starts with a helmet mounted display, similar to what F-35 and F/A-18 pilots use in the fleet,” says Helmer. Beechcraft says the M-346N is planned to feature computer-generated imagery in the helmet visor for close range air-to-air training. “Now you’re seeing tracks when you look outside, you’re at least seeing a data link track if not seeing some kind of representation of an airplane. So you may be going to the merge [in a dogfight] with an empty piece of sky, but the system is showing you something that’s actually there. There’s a huge training value in that. Granted, we still want pilots to learn how to work with actual other airplanes, but there’s a huge constructive piece that’s allowing you to build a scenario with very few physical assets.”

The maturity of the M-346 ETTS is viewed by Beechcraft as being a very important factor for UJTS, especially as there will be some critical uses of simulation by the Navy as it retires the T-45 and moves to its next jet, particularly when it comes to training for operations from aircraft carriers.

No call to fly from the aircraft carrier

In March this year, the U.S. Navy publicly released new requirements for its T-45 replacement program, which said the new training aircraft would not need to perform Field Carrier Landing Practice (FCLP) to touchdown. The Navy had already eliminated the requirement for the jets to be able to land on or take off from aircraft carriers, as T-45s have done in the past for student carrier qualifications (CQs).

FCLPs are flown at a land base, and as they are currently flown are designed to mimic as closely as possible the experience of touching down on a real carrier. However, the repeated heavy touchdowns impose a significant structural impact on the airframe and the undercarriage. The current UJTS requirement from the Navy says the new trainer will only be required to fly FCLPs to a wave-off. This means that the student would apply power and perform a go-around instead of touching down. This change to the FCLP syllabus – eliminating repeated touchdowns – means that the new trainer will not “bounce” (touch-and-go on the runways) as students build up their carrier landing skills at their training airfield. Removing FCLP to touchdown from the UJTS requirement opens up the competition to existing land-based training jets, without the need for significant structural modifications.

SNC says that its newly-unveiled clean-sheet Freedom Trainer is the only UJTS competitor currently being offered with a structural design that would allow it to fly FCLP to touchdown. You can read more about this here.

The Navy has already fundamentally changed the way it trains new naval aviators, many of whom don’t fly off a carrier at all until they reach their Fleet Replacement Squadron (FRS) in charge of the aircraft type they have been assigned to fly in the fleet. “It’s not new,” one former navy instructor pilot told TWZ. “It was done as an experiment initially, but it has now become the default to do initial CQ in the FRS.”

Naval aviators were previously required to fly manual approaches to aircraft carriers, requiring uncompromising levels of skill and competence, with little margin for error. This required skilled throttle and control column inputs to coax an aircraft down onto the deck with precision in order to catch one of the arresting wires. Delta Flight Path technology was conceived to help make the F-35C Lightning II easier to land on an aircraft carrier, even with a pitching and rolling deck. This led to a spin-off program for the F/A-18E/F Super Hornet and EA-18G Growler that is known as Magic Carpet or Precision Landing Mode (PLM). Advances in flight control software using PLM have dramatically reduced the piloting challenges of landing carrier-borne strike fighters on a narrow flight deck. PLM features enhanced flight control logic that is designed to make the carrier landing easier and more predictable for the pilot. This has facilitated an evolutionary change in the way that both new aviators train, and how more experienced fleet pilots maintain their carrier currency.

“The Navy has signaled to us that they are already not taking students to the aircraft carrier in all cases [during training], and that their intention going forward is to not take student naval aviators to the aircraft carrier at all in an advanced jet trainer,” Steven Helmer explains. “So as we understand it, the customer is signaling to us that they do not need a carrier-capable airplane.”

The M-346 doesn’t feature a tailhook, even for use on runway arrestor gear in the event of emergencies. “This airplane has multiple redundant hydraulic systems and multiple redundant braking systems, so a tailhook is actually not required for the aircraft, so it was never built into the aircraft,” comments Helmer. “Could we add one if it was required? Absolutely.” The M-346N that will be offered to the Navy could feature PLM in its flight control software, but this will depend on the final requirements when they are issued later this year.

The M-346’s standard landing gear is set up for regular airfield operations. If the Navy decided that FCLP to touchdown would be needed, it would require modifications. “If you were going to do full-rate FCLP touchdowns, i.e., fly the [meat]ball all the way to touchdown, we would need to reinforce that landing gear structurally,” says Helmer. “That’s certainly something we can do and we’ve done a lot of background engineering for that, so that’s an offering we can give to the customers should those requirements change. But as we understand it now, there will be no shipboard operations and no FCLPs to a touchdown.”

The virtual training in the M-346 system would now introduce the aircraft carrier to the students. “We’re going to be bringing in precision landing modes in the simulator, and we’re going to be teaching students how to operate around the carrier using a virtual environment,” Helmer adds. “Then what they get in the jet is the physical feel of it going fast, the g-forces, actually thinking in that dynamic environment so that they have the experience they need when they get to the fleet.”

Building the M-346N

Having been in operation and training new aircrews for over a decade, the M-346 is promoted by Beechcraft as being a proven option for the Navy. “Leonardo has produced about 140 airplanes and they’re on a hot production line. They’re training a number of different air forces, including pilots that are flying the F-35 today. So the airplane has a proven track record of training pilots for 4th, 5th, and eventually 6th-generation fighters. On top of that, the ETTS has proven its worth as they’re using that every day with all the scenarios that I talked about.”

“We’re jumping in at a really good time too, because the airplane is on the verge of a major avionics upgrade [under Block 20],” says Helmer. The M-346N version would be based on the new Block 20 standard. “Leonardo is changing from a multi-function display format to a single large area display touchscreen, really bringing the airplane into the modern fold for avionics. One of the requirements the Navy has signaled to us is that they want to have a large area display, which makes sense because the advanced Super Hornet and the F-35 both have large area displays as well. So it’s really training the aircrew on the same kind of system they’re going to see in the fleet, and that’s kind of the point of an advanced jet trainer is to do that. You’re introducing a lot of new concepts and bringing them into something that’s more in alignment with what they’re going to see when they actually get to their fleet jet.”

Beechcraft has a notable relationship with U.S. Navy aviator training, as Helmer notes. “I flew the Beech T-34 when I was in flight school in 2006. That airplane was getting close to retiring, and it was replaced by the Beechcraft T-6 Texan II. That’s flown by the U.S. Navy, the U.S. Air Force, and 14 other countries. We have produced more than 1,000 of those, creating decades of experience in the trainer market. On top of that, Beechcraft has involvement in the multi-engine trainer market with the T-44, the C-12, and now the T-54A that’s servicing the Navy’s future needs. So that really gives us a lot of experience in the fixed wing trainer market.” Leonardo is also connected to U.S. Navy training through its TH-73 Thrasher, which is replacing the TH-57B/C Sea Ranger as the undergraduate rotary and tilt-rotor helicopter trainer for the Navy, Marine Corps, and Coast Guard.

M-346s are currently assembled in Venegono, Italy, but Beechcraft revealed on October 28, 2025, that M-346Ns would be assembled by the company in Wichita if selected by the Navy.

Current indications call for a formal request for proposals to be issued this coming December, leading to a contract award in 2027. Leonardo will collaborate with Beechcraft on updates for the new M-346N variant to meet U.S. Navy UJTS specifications. “The M-346 is well positioned to address the U.S. Navy’s requirements for an advanced jet trainer, which are unique to the Navy,” Helmer concludes.

The M-346 is clearly a proven solution as an advanced jet trainer that has been teaching new fast jet pilots for over a decade. The International Flight Training School alone has taught student pilots from Austria, Canada, Croatia, Germany, Hungary, Italy, Japan, the Netherlands, Qatar, Saudi Arabia, Singapore, Spain, Sweden, the United Kingdom, and now the United States, with 10 USAF cadets having arrived in Sardinia in September 2025 to train on the M-346.

At the same time, the M-346 faces stiff competition. Boeing’s T-7A is already in the U.S. military inventory and hundreds of these aircraft will eventually be in service with the USAF as its advanced jet trainer. Korea Aerospace Industries developed the TF-50 in partnership with Lockheed Martin, and it was extensively evaluated under the USAF T-X competition. It too is proven, with variants of the aircraft in service with seven nations. SNC’s Freedom Trainer is a clean sheet design and not proven, yet it is currently the only contender that is offering a structural configuration that would permit FCLP to touchdown.

The T-45 Goshawk is old, it’s struggling with reliability, and the Navy needs a new jet trainer fast that is capable of preparing pilots for the modern platforms they will be flying. Time will tell if the solution will be the M-346N or not, but it certainly has a strong case to make.

Contact the editor: [email protected]

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The US president called for Republicans to go for the ‘Nuclear Option’ in order to end the Democratic Senate roadblock.

United States President Donald Trump has called on the Senate to vote to scrap the filibuster custom so that Republicans can end a weeks-long federal government shutdown.

In a post on his Truth Social platform on Thursday, the US leader chastised “Crazed Lunatics” in the Democratic Party.

“It is now time for the Republicans to play their ‘TRUMP CARD’ and go for what is called the Nuclear Option – Get rid of the Filibuster, and get rid of it, NOW!” Trump wrote.

“WE are in power, and if we did what we should be doing [end the filibuster], it would IMMEDIATELY end this ridiculous, Country destroying ‘SHUT DOWN’,” he added.

The filibuster is a longstanding Senate tactic that delays or blocks votes on legislation by keeping debate open. The Senate requires a supermajority – 60 of the chamber’s 100 members – to overcome a filibuster and pass most legislation.

Senate rules, including the filibuster, can be changed by a simple majority vote at any time. Republicans currently hold a 53-47 Senate majority.

Since October 1, when the new fiscal year began, Senate Democrats have voted against advancing a government bill extending funding to federal agencies.

Democrats have demanded that Republicans reverse planned sweeping cuts to Medicaid, which extends healthcare coverage to tens of millions of low-income Americans, and prevent health insurance premiums from going up.

The deadlock entered its 31st day on Friday. It is set to become the longest deadlock in history if it surpasses the 35-day lapse that took place in 2019 under the first Trump administration.

Federal employees categorised as “essential” continue to work without pay during government shutdowns until they can be reimbursed when it ends.

Most recently, on Tuesday, US air traffic controllers were told they would not receive their paychecks this month, raising concerns that mounting financial stress could take a toll on the already understaffed employees who guide thousands of flights each day.

The nonpartisan Congressional Budget Office said on Wednesday that the federal government shutdown could cost the US economy between $7bn and $14bn.

Trump has just returned to the US from his Asia tour, in which he visited Qatar, Malaysia, Japan and South Korea – where he held a major summit with Chinese President Xi Jinping.

In his Truth Social post, the US leader said that while the trip was a success, conversations had caused him to consider the filibuster issue.

“The one question that kept coming up, however, was how did the Democrats SHUT DOWN the United States of America, and why did the powerful Republicans allow them to do it? The fact is, in flying back, I thought a great deal about that question, WHY?” he wrote.

The US leader continued that he believed that should the Democrats come back into power, they would “exercise their rights” and end the filibuster on the “first day they take office”.

Announcing the move, staff at the outlet said ‘authoritarian regimes are already celebrating’ its potential demise.

Radio Free Asia (RFA) will shut down its news operations on Friday, citing the government-funded news outlet’s dire financial situation caused by funding cuts under President Donald Trump’s administration and the ongoing US government shutdown.

Bay Fang, RFA’s president and CEO, said in a statement that “uncertainty about our budgetary future” means that the outlet has been “forced to suspend all remaining news content production”.

“In an effort to conserve limited resources on hand and preserve the possibility of restarting operations should consistent funding become available, RFA is taking further steps to responsibly shrink its already reduced footprint,” she said on Wednesday.

Fang added that RFA would begin closing its overseas bureaus and would formally lay off and pay severance to furloughed staff. She said many staff members have been on unpaid leave since March, “when the US Agency for Global Media [USAGM] unlawfully terminated RFA’s Congressionally appropriated grant”.

On March 14, Trump signed an executive order effectively eliminating USAGM, an independent US government agency created in the mid-1990s to broadcast news and information to regions with poor press freedom records.

Alongside RFA, USAGM also hosts sister publications Radio Free Europe/Radio Liberty (RFE) and Voice of America (VOA).

Following March’s executive order, RFA was forced to put three-quarters of its US-based employees on unpaid leave and terminate most of its overseas contractors.

Another round of mass layoffs followed in May, along with the termination of several RFA language services, including Tibetan, Burmese and Uighur.

Mass layoffs also took place at VOA in March when Trump signed another executive order placing nearly all 1,400 staff at the outlet – which he described as a “total left-wing disaster” – on paid leave. It has operated on a limited basis since then.

Trump has said operations like RFA, RFE/Radio Liberty and VOA are a waste of government resources and accused them of being biased against his administration.

Since its founding in 1996, RFA has reported on Asia’s most repressive regimes, providing English- and local-language online and broadcast services to citizens of authoritarian governments across the region.

Its flagship projects include its Uighur service – the world’s only independent Uyghur-language outlet, covering the repressed ethnic group in western China – as well as its North Korea service, which reports on events inside the hermit state.

An announcement penned by RFA executive editor Rosa Hwang, published on the outlet’s website on Wednesday, said, “Make no mistake, authoritarian regimes are already celebrating RFA’s potential demise.”

“Independent journalism is at the core of RFA. For the first time since RFA’s inception almost 30 years ago, that voice is at risk,” Hwang said.

“We still believe in the urgency of that mission – and in the resilience of our extraordinary journalists. Once our funding returns, so will we,” she added.

RFE/Radio Liberty, which went through its own round of furloughs earlier this year, said this week that it received its last round of federal funding in September and its news services are continuing for now.

“We plan to continue reaching our audiences for the foreseeable future,” it said.

It’s not immediately clear why RFA and RFE/Radio Liberty – which share the same governing and funding structure, but are based in the US and Europe, respectively – are taking different approaches.

The Trump administration will limit the number of refugees admitted to the US to 7,500 over the next year, and give priority to white South Africans.

The move, announced in a notice published on Thursday, marks a dramatic cut from the previous limit of 125,000 set by former President Joe Biden and will bring the cap to a record low.

No reason was given for the cut, but the notice said it was “justified by humanitarian concerns or is otherwise in the national interest”.

In January, Trump signed an executive order suspending the US Refugee Admissions Programme, or USRAP, which he said would allow US authorities to prioritise national security and public safety.

The previous lowest refugee admissions cap was set by the first Trump administration in 2020, when it allocated 15,000 spots for fiscal year 2021.

The notice posted to the website of the Federal Register said the 7,500 admissions would “primarily” be allocated to Afrikaner South Africans and “other victims of illegal or unjust discrimination in their respective homelands”.

In February, the US president announced the suspension of critical aid to South Africa and offered to allow members of the Afrikaner community – who are mostly white descendants of early Dutch and French settlers – to settle in the US as refugees.

South Africa’s ambassador to Washington, Ebrahim Rasool, was later expelled after accusing Trump of “mobilising a supremacism” and trying to “project white victimhood as a dog whistle”.

In the Oval Office in May, Trump confronted South Africa’s President Cyril Ramaphosa and claimed white farmers in his nation were being killed and “persecuted”.

The White House also played a video which they said showed burial sites for murdered white farmers. It later emerged that the videos were scenes from a 2020 protest in which the crosses represented farmers killed over multiple years.

The tense meeting came just days after the US granted asylum to 60 Afrikaners.

The South African government has vehemently denied that Afrikaners and other White South Africans are being persecuted.

On his first day in office on 20 January, Trump said the US would suspend USRAP to reflect the US’s lack of “ability to absorb large numbers of migrants, and in particular, refugees, into its communities in a manner that does not compromise the availability of resources for Americans” and “protects their safety and security”.

The US policy of accepting white South Africans has already prompted accusations of unfair treatment from refugee advocacy groups.

Some have argued the US is now effectively shut to other persecuted groups or people facing potential harm in their home country, and even former allies that helped US forces in Afghanistan or the Middle East.

“This decision doesn’t just lower the refugee admissions ceiling,” Global Refuge CEO and president Krish O’Mara Vignarajah said on Thursday. “It lowers our moral standing.”

“At a time of crisis in countries ranging from Afghanistan to Venezuela to Sudan and beyond, concentrating the vast majority of admissions on one group undermines the programme’s purpose as well as its credibility,” she added.

Refugees International also slammed the move, saying it “makes a mockery of refugee protection and of American values”.

“Let us be frank: whatever hardships some Afrikaners may face, this population has no plausible claim on refugee status – they are not fleeing systematic persecution,” Refugees International said in its statement.

The South African government has yet to respond to the latest announcement.

During the Oval Office meeting, President Ramaphosa said only that he hoped that Trump officials would listen to South Africans about the issue, and later said he believed there is “doubt and disbelief about all this in [Trump’s] head”.

Earlier this year, Ramaphosa signed a controversial law allowing the government to seize privately-owned land without compensation in some circumstances.

While the country does not release race-based crime figured, figures published earlier this year showed that 7,000 people were murdered in South African between October and December 2024.

Of these, 12 were killed in farm attacks and only one of the 12 was a farmer. Five others were farm dwellers and four were employees, who are likely to have been black.