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WASHINGTON — The Food and Drug Administration will hold a meeting in the summer to consider easing restrictions on more than a half-dozen peptide injections, a group of unapproved therapies that have become popular among wellness influencers, fitness gurus and celebrities.

The meeting announcement Wednesday follows repeated pledges by Health Secretary Robert F. Kennedy Jr. to loosen regulations on peptides, which are often pitched as a quick way to build muscle, heal injuries or appear younger. There’s little research behind those claims and most peptides have not been reviewed for safety by the FDA.

Kennedy has discussed using peptides for his own injuries. And some major supporters of his Make America Healthy Again movement are big proponents of them, including Gary Brecka, a self-described “longevity expert” who sells various peptide formulas through his website.

The FDA said in a federal notice Wednesday that it will ask a panel of outside advisors to review seven peptides at a meeting in July, specifically whether they should be added to a list of substances that can be safely produced by pharmacies. In the meantime, the agency said it would soon remove the chemicals from a restrictive list reserved for unapproved, high-risk drugs. The peptides under discussion include some of the most popular among influencers, such as BPC-157, which is marketed to heal injuries and reduce inflammation.

“The Wild West is about to become wilder,” said Dr. Peter Lurie, a former FDA official who now leads the Center for Science in the Public Interest. In an interview, Lurie said allowing peptides on the market without clinical testing poses a “profound threat” to FDA’s decades-old system for vetting drugs.

“I don’t see why one would take the path of a proper drug approval if there is now this less rigorous, alternative path to market,” he said.

Under President Biden, the FDA added nearly 20 peptides to the federal list of substances that should not be produced by compounding pharmacies — businesses that mix medications that aren’t available from drugmakers.

At the time, the FDA’s panel of pharmacy advisors voted overwhelmingly that the peptides did not meet the criteria for substances that can be safely compounded. And FDA regulators agreed, saying later that the substances “present significant safety risks,” because most have not been extensively tested in humans.

Many of the FDA advisors and internal staff who oversaw those decisions no longer work for the agency. The FDA’s pharmacy panel currently has a number of vacancies, which Kennedy could fill before the July meeting.

Kennedy previewed Wednesday’s move in an interview with podcast host Joe Rogan. Both men have repeatedly spoken about peptides and claimed to have benefited from their use.

RFK Jr. claims personal benefit from peptides

“I’m a big fan of peptides,” Kennedy told Rogan. “I’ve used them myself and with really good effect on a couple of injuries.”

Given Kennedy’s statements, Lurie said it was doubtful the drugs would receive real scrutiny from FDA.

“Everybody knows the outcome that the secretary wants,” Lurie said. “I don’t believe for one moment that what’s going on here is an honest investigation of whether these products should be compounded.”

Scott Brunner of the Alliance for Pharmacy Compounding said the coming meeting will be the start of a “protracted process.” Even if the panel votes to make the peptides available, and the FDA agrees, the agency will still have to draft and publish rules on the change, he noted.

Peptides are essentially the building blocks of more complex proteins. Inside the human body, peptides trigger hormones needed for growth, metabolism and healing.

In recent years peptides have become widely known through the blockbuster success of GLP-1 medications, which the FDA has approved for treating obesity and diabetes. Other FDA-approved peptides include insulin for diabetics and hormone-based drugs for several medical conditions.

But many of the peptides promoted online have never been approved, making them technically illegal to market as drugs. Several peptides, such as BPC-157 and TB-500, are banned by international sports authorities as doping substances.

But that has not stopped them from gaining a foothold in the burgeoning marketplace for wellness hacks and alternative remedies.

“I think this is a disaster in the works,” said Dr. Eric Topol of Scripps Research Translational Institute, who has studied the issue. “These peptides have no data to support their safety and efficacy.”

Meanwhile, some dietary supplement makers have begun mixing peptides into capsules, protein powders and gummies. At a recent FDA meeting, the industry argued for expanding the federal definition of supplements to permit the use of newer ingredients such as peptides in their products.

Safety risks were cited previously

When the FDA added a number of injectable peptides to its list of restricted substances in 2023, it cited safety risks including cancer and liver, kidney and heart problems.

That triggered pushback from wellness entrepreneurs, compounding pharmacies and their allies in Washington.

Last year several members of Congress, including Republican Sen. Tommy Tuberville of Alabama, sent letters to Kennedy asking him to lift limits on peptide production.

Some in the compounding industry argue that FDA restrictions have given rise to an illicit market of imported chemicals from China and other countries, which are not subject to U.S. drug standards.

Kennedy has echoed those concerns.

“With the gray market you have no idea if you’re getting a good product,” Kennedy told Rogan. “And a lot of this stuff that we’ve looked at is just very, very substandard.”

Perrone writes for the Associated Press.

With orders for the twin-rotor helicopter still rolling in, Boeing has provided details on its future plans for the venerable H-47 Chinook, including adding launched effects and creating a path toward a crewed version of the aircraft. The latter would offer an unprecedented vertical-lift capability, and one that could be of great interest to the U.S. Army and other operators.

At the Army Aviation Association of America’s Army Aviation Warfighting Summit in Nashville, Tennessee, today, Boeing released a computer-generated promotional video showing launched effects being delivered from the rear ramp of a Chinook.

Launched effects, previously referred to as air-launched effects (ALEs), describe a category of various uncrewed systems that you can read more about here. The new launched effects terminology reflects the fact that they might be launched from land or maritime platforms, as well as crewed and uncrewed aircraft. Launched effects drones include types that operate as scouts, electronic attackers, decoys, and suicide drones. They are typically highly autonomous, operating independently or in more complex networked swarms.

When it comes to the Chinook, Boeing confirms that launched effects are yet to be tested from the helicopter, but the company is working toward that goal.

Kathleen Jolivette, the vice president and general manager for Boeing’s Vertical Lift division, said today that the company is investing its own funds in the initiative and is currently looking at how rapidly it might be able to move into the demonstration phase, based on expected U.S. Army and international interest.

It’s worth noting, meanwhile, that Boeing and the Army are already pushing ahead on launched effects demonstrations from the AH-64 Apache attack helicopter, including recently announced trials with Anduril’s ALTIUS-700 Unmanned Aircraft System (UAS) launched from an AH-64E. The Army says that this program progressed from a requirement to a live demonstration in less than six months.

With its capacious hold, the Chinook would be able to accommodate huge numbers of launched effects, allowing multiple missions to be fulfilled over an extended period, especially when compared with other helicopters that typically launch these drones from externally mounted tubes.

The Chinook would also be much better able to handle larger launched effects. In the past, the Army has issued descriptions of ‘large’ drones in this category. These are envisaged as having a combat range of up to 350 kilometers (217 miles) and a total flight time of 30 minutes. However, there has also been an aspiration to increase those performance specifications to up to 650 kilometers (404 miles) and an hour of total time in the air. These would weigh up to 225 pounds each, compared to around 25 pounds for an ALTIUS-600, for example.

There is a possibility that Chinooks, specifically special operations MH-47Gs, are already using some kind of launched effects. As we discussed at the time, there is strong evidence that the U.S. military may have used kamikaze drones during the operation to capture Venezuelan dictator Nicolas Maduro earlier this year. Whatever the case, launched effects are increasingly key to the survival of rotary-wing aviation going forward.

As well as launched effects, Boeing is pushing ahead with work on what it calls an optimally crewed Chinook, reflecting U.S. Army terminology. As far as we understand it, the terms optimally crewed and optionally crewed appear to be interchangeable, although the former could also include reduced-crew flying with the help of an AI copilot. Boeing also pushed us toward an Army press release for the H-60Mx Black Hawk helicopter, described as an optimally piloted vehicle and extensively modified to fly with or without a pilot at the controls.

Heather McBryan, the vice president and H-47 program manager at Boeing, said the company is now “working very closely” with the Army in terms of what additional capability it wants to add to future Block II production lots.

According to McBryan, the Army “publicly stated their desire for what they’re calling an optimally crewed aircraft, where they can, in some instances, reduce the workload for pilots, but in other instances, eliminate it completely, and we’ve made a lot of great progress in those efforts.”

McBryan says that this work is also responding to demand from international customers.

As part of this effort, after years of development and post-production modifications, Boeing recently added its Active Parallel Actuator Subsystem (APAS) to the Chinook production line. A hardware and software system, McBryan describes APAS as working “like lane-assist in your vehicle.”

Tested on the special-missions MH-47G for some years now, APAS reduces pilot workload, but also provides additional situational awareness and enables safer maneuvering, especially at the edges of the aircraft’s envelope. For now, APAS is mainly for the MH-47G and for the United Kingdom’s new Chinooks, but McBryan confirms that Boeing is looking at how to bring additional elements of autonomy into the CH-47F as well.

In February, for example, a CH-47F successively completed its first fully automated approach and landing test flight, something that Boeing calls “approach to x.”

This used the company’s upgraded Digital Automatic Flight Control System (DAFCS), the software ensuring the Chinook touched down all four wheels on a runway without any pilot intervention. While DAFCS is currently deployed on the CH-47F fleet, the upgraded version further reduces pilot workload and brings autonomy to tactical approaches, boosting flexibility and operational capability.

Right now, every Chinook coming off the production line has the basic DAFCS, while APAS essentially provides an enhancement, building on the same flight control system with a combination of hardware and software.

As Chris Speights, the chief engineer for Boeing Vertical Lift, explains, with APAS, “the parallel actuation system actually amplifies, provides a higher-bandwidth control mechanism for it that the software can then take advantage of. So we get more precise control and augmentation with APAS when you add it on top.”

Boeing CH-47F Block II Chinook Helicopter: Next-Level Heavy Lift

Speights added that Boeing is also looking at the future beyond APAS.

“APAS is the foundation, then there would be other capabilities, whether it’s algorithmic or whether it’s sensors or the integration of those that would give further autonomous capability in the future,” he said.

Potentially, this could lead to entirely autonomous Chinook flights, from takeoff to landing, for an optimally uncrewed or even a fully uncrewed Chinook.

Speights described the work on the upgraded DAFCS and APAS as “foundational,” should the company pursue an optimally crewed Chinook.

“That puts us on the path for the flight automation, not necessarily full autonomy, but flight automation, which starts today with pilot workload reduction, and approach to x,” Speights said. “But it enables further capabilities in the future, as the customer desires, based on their concept of how the aircraft would be used.”

It is worth noting that Sikorsky has been working on both optionally crewed and uncrewed versions of its H-60 Black Hawk series. Late last year, the company unveiled its U-Hawk demonstrator, a fully uncrewed version of the Black Hawk helicopter, intended to carry cargo and deliver launched effects. The U-Hawk leverages the company’s past work on a Pilot Optional Vehicle (OPV) version of the Black Hawk, which has been flying for years.

Introducing the S-70UAS™ U-Hawk™

For now, however, Jolivette said that Boeing is “gonna wait and see what happens” with the Army’s uncrewed/optimally crewed vision. “I think there’s more to come on that,” she added.

As well as APAS, Boeing is looking at how it can bring a digital backbone to the CH-47F. A digital backbone essentially provides a shared network of data and tools that connects both production design and sustainment. The result is that everyone who is working on the aircraft gets the same data points and the same information at the same time. In practice, this would mean adding multiple redundant networks and distributed interface units to ensure precise monitoring. With reliably collected data, the Chinook should be easier to upgrade, safer to operate, and quicker to fix.

The Chinook remains very much in demand, meanwhile.

The latest budget request includes funding for additional MH-47G aircraft. In terms of CH-47F Block II, Boeing is ramping up production to meet the Army’s rapid-fielding ambitions. Six Block IIs were delivered last year, and Boeing received a contract award for nine more in September 2025, with another six orders since then, for a total of 24 under contract. McBryan confirmed that, as of today, three aircraft are in production, with two of those in final assembly.

“We expect to deliver one of those aircraft towards the end of this year,” McBryan said. The total U.S. Army Block II requirement is still to be determined.

In terms of international orders, the first deliveries for new orders from Egypt, South Korea, and the United Kingdom are expected this year. Production of the first German CH-47F is also underway, with expected delivery in 2027.

Although it was first flown back in 1961, the Chinook appears to have a bright future ahead of it. With Boeing now focused on new capabilities, we may very well see Chinooks delivering launched effects and operating in uncrewed versions before too long.

Contact the author: thomas@thewarzone.com

WASHINGTON — The U.S. economy was supposed to start the year with a bang, fueled by a jump in tax refunds from President Trump’s tax cut legislation. But soaring gas prices are on track to eat up those refunds, leaving most Americans with little extra to spend.

“Next spring is projected to be the largest tax refund season of all time,” Trump boasted in a prime-time speech in December intended to address voter concerns about the economy and stubbornly high prices, though exaggerating the anticipated refunds.

But that was before the Iran war, which the U.S. and Israel began on Feb. 28. Oil and gas prices have skyrocketed since then, with the nationwide average price of gas reaching $3.94 Sunday, up more than a dollar from a month earlier.

Gas prices are likely to remain elevated for some time, even if the war ends soon, because shipping and production have been disrupted and will take time to recover. Economists now expect slower growth this spring and for the year, as dollars that are spent on gas are less likely to be used for restaurants, new clothes or entertainment.

Lower- and middle-income households are likely to be hit particularly hard, because they receive smaller refunds and spend a greater proportion of their earnings on gas.

“The energy shock is to going to hit those who have the least cushion,” said Alex Jacquez, chief of policy at the left-leaning Groundwork Collaborative and a former economist in the Biden White House. “And it doesn’t look like those tax refunds are going to be here to save them.”

Neale Mahoney, director of the Stanford Institute for Economic Policy Research, calculates that gas prices could peak in May at $4.36 a gallon, based on oil price forecasts by Goldman Sachs, followed by slow declines for the rest of the year. The notion that gas prices decline much more slowly than they rise is so ingrained among economists that they refer to it as the “rocket and feathers” phenomenon — rising like a rocket before falling like a feather.

In that scenario, the average household would pay $740 more in gas this year, nearly equal to the $748 increase in refunds that the Tax Foundation has estimated the average household will receive.

Through March 6, refunds have risen by much less than that, according to Internal Revenue Service data: They have averaged $3,676, up $352 from $3,324 in 2025. Still, average refunds could rise as more complex returns are filed.

Other estimates show similar impacts. Economists at Oxford Economics, a consulting firm, estimate that if gas prices average $3.70 a gallon all year, it will cost consumers about $70 billion — more than the $60 billion in increased tax refunds.

The gas price spike comes with many consumers already in a precarious position, particularly compared with 2022, when gas prices also soared because of Russia’s invasion of Ukraine. At that time, many households still had fattened bank accounts from COVID-19 pandemic-era stimulus payments and companies were hiring rapidly and sharply lifting pay to attract workers.

Now, hiring is nearly at a standstill and Americans’ saving rate has steadily fallen in the last few years as many households borrow more to sustain their spending.

“When you start looking across the perspective from a consumer side, you’re seeing people who have maxed out their credit cards, are using ‘buy now, pay later’ to purchase their groceries,” said Julie Margetta Morgan, president of the Century Foundation think tank. “They’re making it work for now, but that can fall apart quite quickly.”

The consequences are likely to worsen the “K-shaped” phenomenon in the U.S. economy, analysts said, in which higher-income households have fared better than lower-income households. The bottom 10% of earners spend nearly 4% of their incomes on gasoline, Pantheon Macroeconomics estimates, while the top 10% spend just 1.5%. The Trump tax breaks also benefited the wealthiest taxpayers most.

For now, most analysts still expect the U.S. economy to expand this year, even if more slowly, given the gas price shock. Higher gas prices will probably worsen inflation in the short run, and over time weaker spending will also slow growth.

American consumers and businesses have repeatedly shaken off shocks since the pandemic emergency — soaring inflation, rising interest rates, Trump’s tariffs — and continued to spend, defying concerns that the economy would tip into recession. Many economists note that the proportion of their incomes that Americans spend on gas and other energy has fallen significantly compared with a decade ago.

Data from the Bank of America Institute released Friday showed that spending on gas on the bank’s credit and debit cards shot 14.4% higher in the week ended March 14 compared with a year ago. Before the war, such spending was running 5% below the previous year, a benefit to consumers.

Spending on discretionary items — restaurants, electronics and travel — is still growing, the institute said, evidence of consumer resilience. But there is little sign it is accelerating, as many economists had hoped.

“The longer these gasoline prices persist, the more that will gradually sap consumer discretionary spending,” said David Tinsley, senior economist at the institute.

Other analysts expect growth will slow because of the war. Bernard Yaros and Michael Pearce, economists at Oxford Economics, forecast that the U.S. economy will grow just 1.9% this year, down from an earlier estimate of 2.5%.

“We had anticipated a lift in spending from a bumper tax refund season,” they wrote, “but the rise in gasoline prices, if sustained, would more than offset that boost.”

Rugaber writes for the Associated Press.