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Prototype CCA Range to Be Greater Than F-35A and F-22

U.S. Air Force Chief of Staff Gen. Dave Allvin delivers a keynote address at the 2025 Apex conference at National Harbor, Md. on April 23 (U.S. Air Force Photo)

The range of the U.S. Air Force’s prototype autonomous Collaborative Combat Aircraft (CCA) is to be at least 700 nautical miles–greater than the 590 nautical mile range of the Air Force F-22 Raptor fighter by Lockheed Martin and the 670 nautical mile range of the service’s F-35A Lightning II, also by Lockheed Martin.

A May 13 graphic released by Air Force Chief of Staff Gen. Dave Allvin listed the “700 plus” nautical mile range for the two CCA prototypes–the General Atomics YFQ-42A Gambit and Anduril Industries‘ YFQ-44A Fury. The graphic also details other desired features of CCA and the Boeing F-47.

The DoD reconciliation bill would accelerate both with $678 million for CCA and $400 million for F-47.

Allvin’s May 13 graphic lists “operational dates” for F-47 and CCA as “2025-2029.”

In a May 14 email, the Air Force said that the F-47 would fly before the end of the Trump administration.

Beale AFB, Calif.–the home of the U-2 surveillance plane–is to house the Aircraft Readiness Unit for CCAs to allow them to deploy quickly.

The service has said that the two CCA prototypes have begun ground testing of their propulsion, avionics, autonomy and ground control.

In April last year, the Air Force narrowed the CCA Increment 1 field to General Atomics and Anduril Industries. While the service had said it planned to conduct flight tests this summer, now the service has revised that timing to this year.

The service plans on an Increment 1 downselect in fiscal 2026 and the start of Increment 2 development that year.

During the Biden administration, former Air Force Secretary Frank Kendall established a planning goal of 1,000 CCAs. Allvin’s Tuesday graphic lists “1,000 plus” as the CCA planning number, while listing CCA speed as “classified” and “stealth” as another desired attribute.

“The CCA program’s ambitions of fielding over 1,000 aircraft on a relatively short timeline will surely stress the industrial base, contracting arrangements, and related aspects of the acquisition enterprise,” according to a new Center for Strategic and Budgetary Assessments (CSBA) report on CCA. “According to some industry experts, establishing the necessary supply chain will require the Air Force to make significant investments, including tapping the commercial market and nontraditional defense firms to buy jet engines, additive manufacturing, thermoplastics, and other inputs.”

“DoD’s longstanding shortcomings at accessing commercial markets, including with software technology, pose a formidable obstacle to CCA development,” the CSBA study said. “It remains to be seen whether the Air Force can erect contracting processes that allow quick-turn improvements to CCAs in response to real-world military crises.”

For the F-47, Allvin’s graphic lists “Mach 2 plus” as the desired speed, 1,000 nautical miles “plus” as the aircraft’s range and “185 plus” as the target number–roughly the same as the number of F-22s fielded.

The Air Force has “a lot of the [F-47] preparations done in terms of planning and thinking through the process of what do they really want,” Sen. Jack Reed (D-R.I.), ranking member of the Senate Armed Services Committee (SASC), told the Defense Writers Group on May 13.

“I would be very pleased, but very surprised if they could deliver within two to three years,” he said. “We’re all, I think, in favor of the F-47, but I would be surprised if it rolled out operationally within two years.”

Does Ukraine point to the use of long-range CCAs as a critical component in future conflict?

“This is the new form of warfare, push back the zone that Chinese missiles, for example, can reach so you can bring up your aircraft and your forces close enough where they can be deployed and recovered,” Reed said.

A version of this story originally appeared in affiliate publication Defense Daily.

The post Prototype CCA Range to Be Greater Than F-35A and F-22 appeared first on Avionics International.

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Battery Manufacturer Lyten Launches Unit Focused On Drones

Pictures is Titan Dynamics Blackbird drone.

Titan Dynamics Blackbird drone. (Photo: Titan Dynamics)

Lithium-sulfur battery developer and manufacturer Lyten on Thursday said it is launching an initiative to bring its lightweight, domestically-sourced batteries to the drone industry.

Battery cells produced by Lyten were used to power a Titan Dynamics unmanned aircraft system (UAS) for more than three hours in a test that included various maneuvers and speeds up to 86 miles per hour, the California-based company said.

Toward the end of the second quarter, Lyten plans a new battery platform intended for longer endurance drone flights and broad commercial use, and also expects to conduct another flight test on Titan’s UAS lasting up to eight hours, the company said. That test will occur late in the second, or early third, quarter, Keith Norman, Lyten’s chief marketing officer, told Defense Daily in an email response to questions.

For the recent flight-test, Lyten’s battery cells were packaged into a pack by Upgrade Energy and flown on Titan’s 3D-printed Blackbird drone, which as a range of more than 300 miles, a payload capacity of nearly six pounds, and can be carried in Pelican cargo case.

Lyten said it is dedicating production capacity in its California manufacturing facilities to meet demand for its high-endurance drone propulsion batteries to meet defense applications.

The Lithium-sulfur batteries are free of nickel, cobalt, manganese, and graphite, materials the Lyten highlights are “dominated by Chinese supply chains.” Upgrade Energy integrated the battery cells in Los Angeles, where Titan also 3D-prints its drones.

“This creates a full, end-to-end, U.S.-sourced and manufactured drone, making it fully National Defense Authorization Act compliant and supply chain secure,” Norman said.

Lyten is also working to integrate its batteries into AEVEX Aerospace’s UAS, and the lithium-sulfur cells are slated to be demonstrated aboard the International Space Station following a launch later this year.

A version of this story originally appeared in affiliate publication Defense Daily.

The post Battery Manufacturer Lyten Launches Unit Focused On Drones appeared first on Avionics International.

Kratos Introduces Landing Gear Variant Of Valkyrie Tactical Drone

The Kratos XQ-58A Valkyrie releases the ALTIUS-600 small UAS in a test at the U.S. Army Yuma Proving Ground Ariz. test range in 2021, a test that marked the first time that the Valkyrie’s weapons bay doors have been opened in flight. (AFRL Photo)

Kratos Defense & Security Solutions recently unveiled a version of its Valkyrie stealthy, aerial combat drone with internal landing gear to enable conventional takeoff and landing to give customers more options, Eric DeMarco, the company’s president and CEO, said on May 7.

The jet-powered fixed-wing Valkyrie is currently launched off a rail using a rocket. The landing gear variant will fly this year, DeMarco said last evening on the company’s first quarter earnings call.

Development of the landing gear variant of the tactical unmanned aircraft system (UAS) was done in “conjunction and communication with several customers,” he said. The customers are not being disclosed.

The UAS can also be trolley-launched off a runway for training and to enable maximum payload capability, he said.

The goal with the Valkyrie family is to “provide runway flexibility and runway independence to our customers,” DeMarco said.

Kratos has begun serial production of 24 Valkyrie units using company funds and is flying with “multiple customers, expanding mission capabilities and other criteria as we progress toward” customer production decision, DeMarco said. Customers can visit the factory to “see their respective tail numbers in production,” he said.

DeMarco also disclosed that that the company’s Dark Fury hypersonic vehicle successfully flew its first mission at hypersonic speed, “achieving all expectations under a customer funded contract.”

Kratos has long-lead orders for “several” Dark Furies and Erinyes hypersonic test bed, which has also been successfully flight-tested, he said.

“Dark Fury is truly an incredible system, including its speed, range and precision characteristics and at its extremely low cost point, which is positioning Kratos, similar to Kratos jet drone family, to provide affordable mass and quantities,” DeMarco said.

There are also orders for about 70 solid rocket motors, including Zeus, for upcoming and expected hypersonic missions, he added.

The orders for the vehicles and rocket motors demonstrate the pending increase Kratos expects in hypersonic-related sales that will pick-up in the second half of 2025 and accelerate into 2026, DeMarco said.

Kratos’ “hypersonic franchise” will be the top growth driver in the next few years “unless global peace breaks out,” he said, adding that this goes beyond air vehicles and rocket motors to included the company’s position on spacecraft that detect and track hypersonic launches.

The second growth driver will be the company’s engine business, which includes turbojets, rocket motors, and space propulsion systems.

Third is microwave electronics, in particular the company’s business unit in Israel that sells internationally, he said.

If and when the tactical drone business takes off, DeMarco said this will be “one of the, if not the biggest needle mover for the company.” For now, the tactical drone outlook is a “call option” until the orders flow, he said.

Net income in the quarter more than tripled to $4.5 million, 3 cents earnings per share (EPS), from $1.3 million (2 cents EPS) a year ago. Excluding taxes, acquisition and restructuring costs, interest and other expenses, per share earnings of 12 cents beat consensus estimates by three cents.

Sales rose 9 percent to $302.6 million from $277.2 million a year ago, with 7 percent of the gain organic.

Growth drivers in the quarter were defense rocket systems, microwave products, C5ISR-related products, and target vehicles. Weighing on earnings was an operating loss in the Unmanned Systems segment due to increased material, subcontractor, and labor costs on multi-year fixed-price production contracts awarded in 2020 and 2021. DeMarco blamed higher subcontractor costs on a couple of companies that are increasing their prices.

The outlook for 2025 is unchanged, with organic sales still forecast to increase 10 percent, and then another 14 percent in 2026.

Orders in the quarter were robust at $365.6 million and backlog stood at $1.5 billion, up 4 percent from just over $1.4 billion at the end of 2024. Free cash flow was negative $51.8 million.

A version of this story originally appeared in affiliate publication Defense Daily.

The post Kratos Introduces Landing Gear Variant Of Valkyrie Tactical Drone appeared first on Avionics International.

Avionics Arms Race: How COMAC’s Rise is Forcing a Global Tech Shakeup

Global Avionics Round-Up from Aircraft Value News (AVN)

Logo of the Commercial Aircraft Corporation of China, Ltd. (COMAC), a state-owned aerospace manufacturer.

The emergence of the Commercial Aircraft Corporation of China (COMAC) as a serious contender in the global aviation industry is triggering a tectonic shift in the development and procurement of avionics technology.

COMAC’s flagship aircraft, the C919, is spearheading Beijing’s goal of self-reliance in aerospace tech. Chinese firms like AVIC Avionics Systems, CASC, and BAIC are being nurtured to replace Western suppliers like Honeywell, Thales, and Collins Aerospace.

China is decoupling from Western avionics ecosystems and pushing for homegrown alternatives, leading to a parallel supply chain.

COMAC’s rise is squeezing major Western avionics firms in two ways. Suppliers must navigate strict tech transfer requirements to stay in the Chinese market. Also, some are reluctantly sharing sensitive tech to secure contracts, raising red flags in Washington, Brussels, and Tokyo.

The geopolitical friction is prompting rapid innovation in avionics software, cybersecurity, and data fusion by U.S. and European firms to maintain a technological edge.

Governments are increasing research and development (R&D) funding to aerospace firms, not just for defense, but to outpace China’s commercial aviation ambitions.

Global Realignment of Supply Chains

COMAC’s presence is encouraging non-aligned nations to consider Chinese aircraft, especially as they come bundled with competitive financing and alternative avionics standards. This forces Western suppliers to rethink pricing, partnerships, and interoperability strategies.

With COMAC promoting Chinese-developed avionics architectures, the risk grows of a split ecosystem. Airlines and maintenance, repair and overall (MRO) firms may have to manage dual standards, increasing complexity. Interoperability and certification across ICAO and FAA/EASA lines may become a hot-button issue.

COMAC’s C919 No Longer Just a Paper Tiger

COMAC’s C919, once dismissed as an underpowered and overpromised aircraft, is now flying scheduled commercial routes in China and being gradually refined.

Although it still relies on some Western components (like the LEAP-1C engine), COMAC is aggressively localizing its supply chain as China seeks technological self-reliance.

Backed by state subsidies, COMAC doesn’t face the same market pressures as Boeing or Airbus. It can afford to move slowly, absorb losses, and focus on long-term geopolitical goals.

As U.S.-China tensions worsen, Chinese airlines are under strong political pressure to reduce reliance on Boeing. Case in point: Boeing’s Chinese customers are refusing delivery of new airplanes built for them because of U.S. tariffs, the company confirmed in late April.

Boeing’s Chinese customers are refusing delivery of new airplanes built for them because of U.S. tariffs.

COMAC benefits from protectionist policies and state-directed procurement, ensuring a growing share of the Chinese aviation market, the world’s second largest.

Western sanctions or export restrictions may further force China to accelerate domestic aviation production, ironically strengthening COMAC.

COMAC isn’t just building airplanes—it’s catalyzing a global avionics revolution. Western firms are responding with innovation, but the long-term balance of power in avionics will hinge on who controls the software, standards, and data flows of tomorrow’s aircraft.

This article also appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News. You can reach him at: jpersinos@acccessintel.com

The post Avionics Arms Race: How COMAC’s Rise is Forcing a Global Tech Shakeup appeared first on Avionics International.

China’s Rare Earth Retaliation Threatens the Future of Avionics

Global Avionics Round-Up from Aircraft Value News (AVN)

When President Donald Trump launched a trade war with China and imposed sweeping tariffs on Chinese goods, few anticipated the devastating counterpunch that would come from Beijing.

In an aggressive move in mid-April, China—home to more than 80% of the world’s rare earth mineral refining capacity—announced restrictions on the export of key rare earths.

While the move was initially framed as economic retaliation, its shockwaves are now reverberating through one of the world’s most sensitive and technologically advanced sectors: aviation, and more specifically, avionics.

The Rare Earths That Power the Skies

Rare earth elements such as neodymium, dysprosium, terbium, and yttrium might sound obscure, but they are essential to modern avionics. These minerals are used in high-performance magnets, sensors, actuators, gyroscopes, and radar systems that form the backbone of a plane’s electronic brain.

From inertial navigation systems (INS) to heads-up displays (HUDs) and flight management systems (FMS), avionics simply cannot function without a steady supply of these critical materials.

And therein lies the problem: China dominates the global supply chain—not just in mining, but more importantly in refining. Western countries may have rare earth reserves underground, but without the sophisticated processing infrastructure that China has built up over decades, raw ore is useless.

Avionics in the Crosshairs

The aviation industry is especially vulnerable to supply shocks because of the stringent certification, reliability, and performance requirements that avionics systems must meet. Unlike consumer electronics, you can’t simply switch to a lower-grade magnet or cheaper alloy when a key input is in short supply.

Flight-critical systems depend on rare earth-derived components for their precision and durability under extreme conditions, from high G-forces to wide temperature swings.

Flight control computers, GPS receivers, and communication systems all use rare earth-enabled technologies. As China throttles exports, Western avionics manufacturers like Honeywell, Collins Aerospace, and Thales could face production delays, rising costs, and even contract penalties if they can’t deliver on time.

Already, avionics industry insiders are warning of bottlenecks in magnetron and gyro production, which are technologies vital for both civilian aircraft and military platforms.

Military and Defense Implications

The implications for defense aviation are even more severe. Fighter jets, drones, and radar systems rely heavily on rare earths, not only for avionics but also for stealth coatings, electronic warfare, and propulsion systems. If the current restrictions escalate into a full embargo, national security could be compromised.

The Pentagon has flagged rare earth dependency as a strategic vulnerability, and Trump’s trade policy has spotlighted just how exposed the West really is.

While short-term solutions like stockpiling or sourcing from alternative suppliers (such as Australia or Canada) may offer some relief, they won’t solve the core problem: the West is decades behind in rare earth processing and refining.

Policy makers, manufacturers, and defense officials are now considering substantial investment in domestic refining capacity and synthetic alternatives. Without these, the avionics sector risks stagnation, cost inflation, and technological backsliding.

Trump’s tariffs may have been intended to pressure China, but the aviation world is ending up as collateral damage. As China tightens its grip on rare earths, avionics developers are finding themselves caught in a geopolitical tailspin, one that threatens innovation, production, and even the safety of future flight.

This article also appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News. You can reach him at: jpersinos@acccessintel.com

The post China’s Rare Earth Retaliation Threatens the Future of Avionics appeared first on Avionics International.

Trump’s Trade War Fallout: Fueling Avionics M&A Frenzy Across Europe

Global Avionics Round-Up from Aircraft Value News (AVN)

As geopolitical tremors from Donald Trump’s revived trade war rhetoric ripple across global markets, one industry is poised for major consolidation: European avionics. The U.S. president’s aggressive stance on tariffs and protectionist policies, especially targeting the aerospace sector, has once again put pressure on transatlantic trade.

However, amid the uncertainty, a clear trend is emerging: European avionics companies are racing toward mergers and acquisitions (M&As) to secure scale, supply chain security, and global competitiveness.

Trump’s Trade War 2.0: The Trigger

Trump has resurrected his “America First” economic agenda, with sweeping tariffs on foreign goods, including aerospace components.

European avionics firms, many of which rely on complex global supply chains and access to U.S. technologies, face heightened risk of trade barriers, component delays, and price volatility. The threat of punitive duties on avionics systems, navigation software, and even raw materials like semiconductors has companies scrambling to adapt.

Why Consolidation Makes Strategic Sense

Larger, consolidated European avionics firms can pool resources to regionalize supply chains, reduce dependency on U.S. technology, and mitigate tariff exposure. Vertical integration—acquiring suppliers, software developers, and systems integrators—will become a dominant strategy.

The race toward more autonomous and artificial intelligence (AI)-driven cockpit systems demands massive investment. Merged entities will be better positioned to fund these capital-intensive innovations, accelerating timelines while reducing cost per development cycle.

With the potential for U.S.-EU decoupling in aerospace tech, European firms need scale to remain globally competitive. Consolidation enables broader geographic reach, stronger bargaining power with OEMs like Airbus, and a hedge against future geopolitical risk.

M&A on the Radar

Analysts expect medium-sized avionics firms in Germany, France, and Scandinavia—such as Saab Avionics, HENSOLDT, Thales’ smaller units, and even niche players in cybersecurity—to become targets or consolidators. Pan-European deals will be particularly attractive, enabling cross-border synergies and strengthening the EU’s technological sovereignty in aerospace.

The European Commission is likely to support such consolidation with favorable regulatory conditions, seeing it as a way to defend the continent’s aerospace independence.

Impact on Avionics Development

As M&A activity heats up, avionics innovation will likely bifurcate. On one hand, larger entities will fast-track development of modular, scalable systems that meet a wider variety of aircraft requirements, from narrowbody cockpits to drones and Electric Vertical Take-Off and Landing aircraft (eVTOLs). On the other, smaller firms that survive will focus on specialized, high-margin niches like avionics cybersecurity and predictive maintenance software.

Analysts also expect the emergence of pan-European avionics platforms to rival legacy U.S. systems from Honeywell and Collins Aerospace, especially for Airbus jets, military programs, and unmanned aerial systems (UAS).

Aircraft Values and Lease Rate Implications

This shift will reverberate into the secondary aircraft market. Aircraft equipped with cutting-edge European-developed avionics, such as the Airbus A320neo, A350, and even upgraded ATR 72s, will gain a premium in both base value and lease rate due to future-proof cockpit capabilities and reduced dependency on U.S.-regulated components.

Meanwhile, aircraft with legacy U.S.-sourced avionics may face a discount in Europe and other trade-sensitive regions, especially if spare parts become restricted or costly. Lessors and operators will reassess their fleet strategies, favoring aircraft with upgradable or modular avionics that align with emerging European standards.

Trump’s trade war has reignited tensions across the Atlantic, but in doing so, it has also inadvertently catalyzed a powerful wave of avionics consolidation in Europe. The result: a more self-reliant, aggressive, and innovation-driven European avionics sector that reshapes global competition—and boosts the value of aircraft aligned with its standards.

This article also appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News. You can reach him at: jpersinos@acccessintel.com

The post Trump’s Trade War Fallout: Fueling Avionics M&A Frenzy Across Europe appeared first on Avionics International.

Airbus, Shield AI Partner On Unmanned Lakota For Marines’ Autonomous Logistics Connector

Rendering of Airbus’ MQ-72C, its offering for the Marine Corps’ Aerial Logistics Connector program. (Photo: Airbus)

Airbus U.S. has partnered with Shield AI to integrate its autonomy software on the unmanned version of the UH-72 Lakota aircraft it’s developing for the Marine Corps’ Aerial Logistics Connector (ALC) program, the companies said April 30.

Carl Forsling, Airbus U.S.’ director of business development and strategy, cited Shield AI’s “record of succeeding quickly” in integrating autonomous capabilities as a key factor in the decision to work together on developing the uncrewed MQ-72c cargo-carrying platform.

“That’s important as we have a very time-constrained program. We want to get this capability to the Marine Corps as fast as we can,” Forsling told sister publication Defense Daily during an interview at the Modern Day Marine conference in Washington, D.C. “As we progressed through initial design activities with NAVAIR, we flushed out the concept more. It became clear that we wanted to build a best of breed team here and go beyond the skill set that it’s in Airbus Group and go find partners like Shield AI that are leaders in their field.”

The Marine Corps last April selected Airbus for the competitive ALC development effort, with an aim to have a prototype that’s ready to transition into fielding within five years.

Airbus has said MQ-72C, the unmanned version of its UH-72 helicopter being developed for ALC, is intended to have a cruise speed of 135 knots, a maximum takeoff weight of over 8.300 pounds and a range above 350 nautical miles.

Under the newly-announced agreement, Shield AI will integrate its Hivemind autonomy software with Airbus’ Helionix avionics suite as it continues work developing the unmanned logistics platform.

“The Lakota has been a mainstay of military aviation for years—a widely-fielded, trusted platform used across a range of missions. Integrating Hivemind onto this aircraft shows how autonomy can rapidly enhance proven systems to meet the demands of today’s missions, and it’s a key step toward fully autonomous, uncrewed logistics operations that are scalable, resilient, and built for the future fight,” Ryan Tseng, CEO of Shield AI, said in a statement.

Forsling said there will be opportunities in the development process for ALC, while still working with a manned Lakota aircraft, to start to “exercise the autonomy tools to give a capability and demonstrate that we are reducing risk, reducing the schedule and budget required to actually bend the metal and make this a fielded prototype.”

“We’ve also done a couple of demo activities, starting with basically validating the initial capabilities of the aircraft from a performance perspective, payload, range, speed etc., of the Lakota and the maintainability and the sustainability and the ability to operate that in the field for long periods of time. So we validated a lot of those capabilities,” Forsling told Defense Daily.

The Marine Corps also selected a team led by Near Earth Autonomy, that also includes Honeywell and Leonardo Helicopters, for the ALC development effort.

The Near Earth-led ALC team is dividing the work into having Leonardo implement a fast-loading, security and unloading system for Joint Modular Intermodal Containers on its AW139 helicopter, Honeywell providing the helicopter’s autopilot that it will augment for autonomous take-off and landing and Near Earth demonstrating a full integrated logistics system with onboard autonomy to guide the aircraft and modify flight trajectory to avoid hazards.

A version of this story originally appeared in affiliate publication Defense Daily.

The post Airbus, Shield AI Partner On Unmanned Lakota For Marines’ Autonomous Logistics Connector appeared first on Avionics International.

Operational Assessment Testing of IVEWS on F-16 Completed, Northrop Grumman Says

Pictured is an F-16 with the 85th Test and Evaluation Squadron after a first flight test of the Integrated Viper Electronic Warfare Suite (IVEWS) from Eglin AFB, Fla. last September (U.S. Air Force Photo)

Northrop Grumman said that it has completed operational assessment testing of the company’s ultra-wideband architecture AN/ALQ-257 Integrated Viper Electronic Warfare Suite (IVEWS) for U.S. Air Force F-16 fighters.

The company’s Rolling Meadows, Ill., site said that the company had “successfully completed Operational Assessment flight testing” on two Block 50 F-16s at Eglin AFB, Fla., and Nellis AFB, Nev. The more than 70 sorties showed IVEWS’ “effectiveness against advanced radar-guided threats” and provide “an option for the Air Force to go to production and fielding,” Northrop Grumman said.

In June 2021, Northrop Grumman received a $40 million Other Transaction Agreement award for an IVEWS prototype, and the Air Force chose IVEWS to equip Air Force F-16s in March 2022.

“During testing, IVEWS was subjected to highly accurate representations of complex, modern radio frequency threats in operationally relevant environments, verifying the results seen during rigorous laboratory, chamber and early flight testing,” Northrop Grumman said on April 30.

“The system detected, identified and countered the full range of radar threats, providing complete RF protection for operationally representative missions and enhanced situational awareness of the battlespace,” the company said.

Last year, Northrop Grumman said that IVEWS had gone through testing at the Air Force’s Joint Preflight Integration of Munitions and Electronic Sensors (J-PRIMES) facility at Eglin AFB, Fla.

In addition to IVEWS, Northrop Grumman builds the AN/APG-83 Active Electronically Scanned Array (AESA) Scalable Agile Beam Radars (SABR) to equip U.S. Block 70 F-16s and to upgrade older U.S. F-16s having the APG-68 radar, developed by Westinghouse–now part of Northrop Grumman.

“IVEWS and Northrop Grumman’s SABR radar demonstrated digital interoperability,” the company said on April 30. “By communicating on a pulse-by-pulse basis, the two systems ensure that neither one will reduce the performance of the other, allowing for simultaneous electronic warfare and targeting capabilities.”

Air Force Lt. Col. Christopher James, the materiel leader for the F-16 development branch at Wright-Patterson AFB, Ohio, said in the Northrop Grumman statement on April 30 that the more than 70 sorties in operational testing occurred in more than 100 flying hours over 7 months.

“Not only did the system perform well, but it also worked during its first flight on two aircraft, which is unprecedented for a complex and fully integrated electronic warfare system,” he said. “It has earned the slogan, ‘IVEWS, works first time, every time.’”

Last fall, L3Harris Technologies said that its site in Clifton, N.J., began building 166 AN/ALQ-254(V)1 Viper Shield all-digital electronic warfare suites for F-16 fighters in six countries under a total Viper Shield backlog of $1 billion. The company said that it was talking with other countries to address what it believed to be an additional $1.5 billion in demand. L3Harris has said that it believes Viper Shield could one day go on U.S. F-16s

A version of this story originally appeared in affiliate publication Defense Daily.

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USAF May Fund Integration of JMPS with MH-139 Flight Management System

Two UH-1N Hueys with the 40th Helicopter Squadron and two MH-139A Grey Wolf aircraft with the 550th Helicopter Squadron prepare to land at Malmstrom AFB, Mont. on Jan. 28 after an MH-139 Initial Operational Test and Evaluation mission (U.S. Air Force Photo)

The U.S. Air Force may fund the integration of its Joint Mission Planning System (JMPS) with the Honeywell Primus Epic Phase 7 Flight Management System carried on the Boeing/Leonardo MH-139A Grey Wolf helicopter, which is to replace the Bell UH-1N Hueys in support of the ICBM missile fields and in contingency transport of government leaders in the Washington, D.C., area.

On April 16, the MH-139A program office in the Air Force Life Cycle Management Center’s Intelligence, Surveillance and Reconnaissance & Special Operations Forces directorate said that it is “conducting market research to identify possible sources capable of integrating the USG [U.S. government] owned Joint Mission Planning System with current on-board commercial flight system of the aircraft.”

“Any proposed solution must allow the Joint Mission Planning System and Honeywell Primus Epic Phase 7 Flight Management System to exchange data in order to allow the aircraft to accept, display, and map flight mission data,” the April 16 Request for Information (RFI) said. “Technical support is expected during the initial implementation and testing of the system. Subject matter expert support is expected for an extended period of time after initial implementation and testing.”

The Air Force has said that it began moving all its aircraft to JMPS in 2008. JMPS started as a congressionally directed effort two decades ago.

The combined JMPS/Primus Epic Phase 7 system is to load a minimum of 40 flight plans with a maximum of 100 waypoints; a single flight route with a maximum of 100 waypoints; and a custom data base with a minimum of 750 waypoints, the RFI said. In addition, the system is to allow the automation of waypoint files and flight plans; provide geodetic coordinate entry for flight planning; load and download mission data from the flight management system; and use Air Force weather data and notice to airmen.

In January, the MH-139A began initial operational test and evaluation (IOT&E) at Malmstrom AFB, Mont.

Last year’s Pentagon directorate of operational test and evaluation (DOT&E) annual report, completed before the start of MH-139A IOT&E, said that the MH-139A program “needs to address several challenges for the MH-139A to be operationally suitable. DOT&E noted concerns, including that engine ingestion of dust and debris may cause long-term maintenance issues if not resolved.”

“This is in addition to previously reported concerns about engine maintenance caused by expansion of the aircraft flight envelope and higher power requirements,” the study said. “Moreover, carbon buildup has been identified in several parts of the aircraft’s engine including the engine fuel nozzles.”

The 908th Flying Training Unit at Maxwell AFB, Ala., is to become the formal training unit for the MH-139A.

Last April, an Air Force fiscal 2025 budget hearing before the House Appropriations Committee’s defense panel revealed that the MH-139A, like the next generation Northrop Grumman LGM-35A Sentinel ICBM, had breached Nunn-McCurdy defense program cost provisions, first enacted in the fiscal 1983 defense authorization act. Law requires DoD to notify Congress of unit cost overruns of 15 percent and above in major defense acquisition programs.

The Grey Wolf’s Nunn-McCurdy breach followed a decision in the Air Force’s fiscal 2025 budget to reduce the planned buy of 80 MH-139As–six development and 74 production aircraft–to 42.

A version of this story originally appeared in affiliate publication Defense Daily.

The post USAF May Fund Integration of JMPS with MH-139 Flight Management System appeared first on Avionics International.

Deregulation Is Clouding Avionics’ Future

Global Avionics Round-Up from Aircraft Value News (AVN)

Federal Aviation Administration logo.

The Trump administration’s approach to deregulation and economic policies is exerting deleterious effects on the aviation industry, including avionics. While reduced regulatory oversight may initially appear to benefit manufacturers, the long-term consequences, ranging from consumer demand fluctuations to greater safety concerns, are introducing new uncertainties.

Deregulation: Short-Term Gains, Long-Term Risks

The Trump regime’s rollback of aviation regulations has reduced compliance burdens for avionics manufacturers, making it easier to bring new products to market. That’s the good news. However, these short-term cost savings could backfire. Looser oversight increases the risk of subpar avionics systems entering service, potentially leading to safety issues that could undermine consumer confidence in the long run.

The administration’s trade war is dampening economic activity and consumer sentiment, which directly impacts air travel demand. Weaker travel demand means airlines are less likely to invest in fleet modernization, including avionics upgrades. If fewer passengers are flying, carriers have less incentive to prioritize state-of-the-art avionics systems that enhance efficiency, safety, and passenger experience.

Deregulation also is affecting labor markets and manufacturing supply chains. Relaxed labor laws may reduce costs for avionics companies in the short run, but a less stable workforce and the risk of skill shortages could hinder long-term industry growth. Disruptions in the global supply chain, exacerbated by the administration’s protectionist policies, are making it harder for avionics firms to source critical components at competitive prices.

Hamstringing the FAA

Cuts to the U.S. Federal Aviation Administration (FAA) are creating significant roadblocks for avionics development at a time when innovation is critical to the future of global aviation.

The FAA plays a key role in certifying new avionics technologies, ensuring they meet safety and performance standards before they reach the market. With fewer resources and personnel, the agency is struggling to process approvals in a timely manner, delaying the rollout of next-generation flight systems, including advanced autopilot functions, AI-driven diagnostics, and enhanced pilot-assist features.

The impact extends beyond certification delays. Reduced funding limits the FAA’s ability to collaborate with private-sector avionics firms, slowing research into cutting-edge technologies such as real-time aircraft health monitoring and cybersecurity measures to protect against electronic threats.

Workforce shortages within the agency mean that oversight of experimental programs, such as autonomous flight trials, is becoming inconsistent, creating uncertainty for manufacturers and investors alike.

These setbacks are particularly concerning as competitors in Europe and China continue advancing their avionics sectors with strong government support. If the FAA can’t keep pace, the U.S. risks losing its leadership in avionics innovation, potentially ceding market dominance to foreign manufacturers and jeopardizing national security interests tied to aerospace technology.

These trends significantly bolster the position of the Commercial Aircraft Corporation of China (COMAC), particularly as the ongoing U.S.-China trade war intensifies Beijing’s push for technological self-reliance.

With Western avionics suppliers increasingly subject to export restrictions and geopolitical scrutiny, China has accelerated efforts to develop domestic alternatives for critical cockpit systems. This has given rise to a burgeoning homegrown avionics sector that not only supports COMAC’s flagship C919 program but also insulates it from future supply chain disruptions.

As a result, COMAC stands to gain strategic advantages at the expense of Western aerospace giants, who risk losing market share and long-term influence in the world’s fastest-growing aviation market.

This article also appeared in our partner publication, Aircraft Value News.

John Persinos is the editor-in-chief of Aircraft Value News. You can reach John at: jpersinos@accessintel.com.

The post Deregulation Is Clouding Avionics’ Future appeared first on Avionics International.

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