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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.

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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.

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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.

The post Operational Assessment Testing of IVEWS on F-16 Completed, Northrop Grumman Says appeared first on Avionics International.

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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.

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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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How Economic Fears Are Reshaping Avionics Procurement

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

Image: Pixabay

The looming specter of a global recession is casting uncertainty over aviation investments, and avionics procurement is no exception. Airlines and manufacturers are bracing for economic headwinds, leading to shifts in spending priorities, procurement cycles, and technological investments. As financial constraints tighten, avionics suppliers are facing new challenges in sustaining growth and innovation.

With recession fears mounting, airlines are implementing aggressive cost-cutting measures. One of the primary targets? Avionics upgrades.

Carriers are deferring non-essential retrofits and delaying investments in next-generation flight decks, instead opting for incremental software updates to extend the life of existing systems. This reluctance to spend on new avionics is squeezing suppliers and slowing the adoption of cutting-edge technologies.

The increasing prospect of a global economic downturn is driving a preference for flexible financial arrangements, of which avionics procurement is a prime example. Instead of outright purchases, airlines are increasingly turning to leasing models and subscription-based avionics software solutions. This shift allows operators to minimize upfront capital expenditures while maintaining access to essential technological advancements.

R&D Slowdown and Supplier Consolidation

Economic anxiety is prompting aviation suppliers to tighten their belts. R&D budgets are under pressure, leading to fewer breakthrough innovations. Smaller avionics firms, particularly those dependent on airline contracts, are facing heightened risks of consolidation or even bankruptcy. Major players are poised to acquire struggling firms, potentially leading to less competition and higher long-term costs for airlines once economic conditions improve.

Recessionary fears are forcing the avionics industry to rethink procurement strategies. While cost-saving measures and leasing models provide short-term relief, they slow innovation and technological progress. Avionics firms are trying to adapt by offering more flexible solutions while continuing to invest in R&D to maintain long-term industry viability.

Bearish Conditions

A declining stock market and weakening consumer sentiment in the U.S. and Europe could ultimately dampen demand for air travel, which in turn negatively impacts the avionics industry. When the market falls, household wealth shrinks, leading to reduced discretionary spending.

Consumers, wary of economic uncertainty and already spending less, could eventually cut back on leisure travel, while businesses trim travel budgets to control costs. This decline in passenger demand forces airlines to reassess their fleet expansion and modernization plans, delaying new aircraft orders and deferring avionics upgrades.

In parallel, airline profitability could come under pressure as ticket sales slow, forcing carriers to prioritize cost-cutting over investment in next-generation avionics. This directly impacts avionics manufacturers, which rely on both new aircraft production and retrofitting older fleets with advanced systems. As demand weakens, R&D in avionics may also suffer, slowing innovation in cockpit technology, navigation systems, and in-flight connectivity.

Aircraft lessors and financiers, sensing economic headwinds, are becoming more cautious about funding new aircraft acquisitions, which is likely to lead to an overall slowdown in the aviation supply chain. If economic pessimism persists, the avionics industry faces not only a drop in immediate orders but also a longer-term challenge as airlines focus on financial survival over technological advancement.

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 How Economic Fears Are Reshaping Avionics Procurement appeared first on Avionics International.

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Avionics Sector Faces Turbulence Amid Rising Global Strife

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

Four U.S. Marine Corps F-35Bs from Marine Fighter Attack Training Squadron 501. (Lockheed Martin)

Geopolitical tensions have long been a factor behind aviation and avionics development. However, in today’s highly volatile global landscape, these pressures are reshaping avionics in ways that extend beyond military applications.

From Eastern Europe to the Middle East, strife among countries is spilling into commercial aviation supply chains and technological partnerships. The escalating trade war is only making tensions worse. Avionics manufacturers and airline operators are being forced to adapt to a rapidly evolving environment.

Military conflicts and rising defense budgets are fueling new advancements in avionics. Nations across the globe are investing heavily in radar, surveillance, and electronic warfare capabilities.

The demand for more robust cybersecurity measures, artificial intelligence (AI)-enhanced avionics, and advanced electronic countermeasures has accelerated avionics research and development (R&D).

The U.S., China, Russia, and the European Union are prioritizing avionics that enhance combat readiness and network-centric warfare, which in turn influences commercial applications.

Historically, military advancements have been a key driver of broader technological breakthroughs, with innovations in radar, communication, and automation frequently finding their way into commercial and civilian aviation.

Commercial and military aviation are deeply interconnected through the development and application of “dual-use” avionics technologies, which are systems originally designed for defense that later find widespread civilian use, and vice versa.

Innovations such as GPS navigation, fly-by-wire control systems, synthetic vision, and advanced collision-avoidance technologies were first honed in military settings before being adapted for commercial aircraft to enhance safety, efficiency, and situational awareness.

Conversely, the commercial sector often contributes cutting-edge advancements in cockpit automation, human-machine interface design, and data connectivity that are increasingly adopted by defense programs aiming to modernize fleets and reduce pilot workload. This continual cross-pollination not only accelerates technological progress but also underscores how avionics serve as a vital bridge between military imperatives and civilian innovation.

However, the current geopolitical landscape is introducing new complexities that could hinder efficiency and cost control across the aviation industry. The tit-for-tat tariff battle between China and the U.S. has substantially raised the stakes.

Supply Chain Disruptions and Localization

Geopolitical strife is disrupting global supply chains, particularly in the semiconductor and avionics sectors. Sanctions, trade restrictions, and export controls have driven a shift toward localization.

The U.S.-China trade war and embargoes on Russian technology have pushed aviation firms to seek alternative suppliers and invest in domestic manufacturing. Avionics industry leaders say that this shift is leading to increased production costs and longer development cycles, forcing avionics companies to rethink procurement strategies and strategic partnerships.

As security concerns grow, regulatory bodies are placing stringent requirements on avionics systems, particularly those used in international operations. Countries are becoming increasingly protective of their airspace and aviation infrastructure, which is leading to avionics standards that are focused on domestic markets rather than international ones. While this fragmentation enhances a country’s national security, it complicates avionics interoperability and raises costs for aircraft manufacturers and airlines.

The fragmentation of the global aviation market is particularly concerning. Sanctions, trade restrictions, and shifting alliances are limiting collaboration among key aerospace players, disrupting supply chains, and making it more difficult for manufacturers to source critical components.

The “de-coupling” of the U.S. and Europe under the Trump administration is causing anxiety in the C-suites of Western aviation companies. This uncertainty is exacerbated by the likelihood of higher inflation and a global economic recession due to the trade war unleashed by the White House.

The push for domestic production and self-sufficiency in avionics development, while beneficial for national security, often results in redundancies and increased costs. Diverging regulatory standards among geopolitical blocs are creating further inefficiencies, forcing manufacturers to develop multiple versions of the same technology to meet regional requirements.

However, despite these challenges, geopolitical tensions also are fueling greater investment in next-generation avionics, including AI-driven automation, cybersecurity measures, and electronic warfare capabilities. These crosscurrents are likely to persist throughout 2025 and beyond.

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 Avionics Sector Faces Turbulence Amid Rising Global Strife appeared first on Avionics International.

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USAF Considers FY 2027 EMD for Wedgetail Upgrades, Including MESA Replacement

U.S. Air Force B-2 Spirit bombers and F-22 Raptors fly in formation with an Australian E-7A Wedgetail, EA-18G Growlers and F-35A Lightning II jets over Australia on Aug. 19, 2024 (Royal Australian Air Force Photo)

The U.S. Air Force is considering starting engineering and manufacturing development (EMD) in fiscal 2027 for upgrades to the Boeing E-7A Wedgetail, including a replacement of the Northrop Grumman Multi-Role Electronically Scanned Array (MESA) radar.

The Air Force “is seeking to initiate an EMD program in the FY27 time frame to develop and integrate an advanced sensor and potentially other capabilities onto the baseline E-7 platform, or an equivalent AMTI/BMC2 [airborne moving target indication/battle management command and control] platform,” according to an Apr. 15 Request for Information (RFI). “Following the EMD phase, the Government is considering retrofitting USAF E-7A aircraft with EMD modifications, producing new E-7 aircraft, or a combination of retrofit and new aircraft.”

Northrop Grumman said recently that the company, the Royal Australian Air Force (RAAF), and Boeing flight tested at RAAF Williamstown improved combat identification for MESA.

The Mitchell Institute for Aerospace Studies has advised the Air Force to add more than $5 billion in its fiscal 2026 budget request to buy 26 Wedgetails to replace the 16 E-3 AWACS planes “in hospice care.”

“The existing E-7A Rapid Prototyping (RP) program is intended as a speed-to-ramp effort to resolve urgent capability gaps existing within the E-3 Sentry fleet,” according to the Apr. 15 RFI. “The government intentionally did not include emerging new capabilities in the RP effort. The government is interested in identifying industry partners to provide cutting-edge capabilities and technologies, potentially to include an advanced sensor (MESA replacement), advanced infrared sensor, Electronic Support Measures replacement, Electronic Warfare Self-Protection replacement, Tactical Targeting Network Technology, Link 16 High Power Amplifier (HPA), Joint Worldwide Intelligence Communications System connectivity, Combat Identification, next-generation Tactical Data Link, advanced missile data link capabilities, and other next-generation AMTI, BMC2, Alternative Position, Navigation, and Timing, and/or communications technologies.”

The Air Force Sustainment Center at Tinker AFB, Okla., is examining reduction of AWACS support costs through the Diminishing Manufacturing Sources Replacement of Avionics for Global Operations and Navigation (DRAGON) effort.

DRAGON led to a reduction in the AWACS flight deck from four to three crew members “by eliminating the navigator position and incorporating a modern Flight Management System Suite with robust architecture,” including a modern flight management computer and large multi-function displays for flight and engine instruments, the Air Force has said.

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

The post USAF Considers FY 2027 EMD for Wedgetail Upgrades, Including MESA Replacement appeared first on Avionics International.

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NAVAIR Head Warns First MQ-25 Flight This Year Still Requires “A Ton Of Work”

The Boeing MQ-25 T1 test asset transfers fuel to a U.S. Navy F/A-18 Super Hornet on June 4, marking the first time in history that an unmanned aircraft has refueled another aircraft. The MQ-25 Stingray will assume the carrier-based tanking role currently performed by F/A-18s, allowing for better use of the combat strike fighters and helping extend the range of the carrier air wing. (Photo: Kevin Flynn)

The commander of Naval Air Systems Command (NAVAIR) this month warned a lot of work is still required with the new MQ-25 Stingray unmanned carrier-based tanker aircraft in order to conduct a first test flight as planned this year. 

“There’s a lot of confidence in MQ-25 in ‘25. There is a ton of work to get MQ-25 in ‘25…There’s a lot of work right now. A lot of tough discussions are going to have to happen over the next couple months for us to fly that thing in 2025,” Vice Adm. Carl Chebi said April 8 during a panel discussion at the annual 2025 Sea-Air-Space expo.

He underscored that these tough discussions will be if they can identify the barriers to the test flight and raise them to the appropriate level to remove them and change the timeline when need be.

“With tough discussions where we identify the barriers and raise those to the appropriate levels, and we can remove those barriers or make the tough decisions. Is that truly a requirement? Do I need to do that test before I field it or can I do it later? Those discussions must occur.”

Chebi thinks those kinds of decisions are currently “happening at too low a level, and we have too many folks saying no who don’t have the authority to say yes.”

The commander of NAVAIR said once they get past those issues, the necessary integration of MQ-25 into the force will become the “pathway for unmanned systems into the air wing.”

The MQ-25 is meant to replace the current F/A-18E/F Super Hornets that are dedicated to tanking duties, which will then be freed up for striking and training missions.

Chebi said the Stingray will ultimately lead to future capabilities to complement the F/A-XX as a sixth-generation fighter “with things like collaborative combat aircraft and other large unmanned systems that we’ll see out into the 2040s.”

Dan Gillian, Boeing vice president and general manager for air dominance and senior site executive promised MQ-25 will fly in 2025 “because the airplane’s telling us it’s ready to go fly, and airplanes will tell you when they’re ready to go fly. And this one is certainly ready to do that.”

He admitted the MQ-25 has had challenges up to now.

“We’ve learned a lot about how to build a digital platform of that complexity from the ground up. Rolled that learning into MQ-25 and all the things we’re working on now.”

He confirmed the MQ-25 test flight is set to occur at the company’s facility at Mid-America St. Louis Airport in Illinois.

“We’re really excited about it, and the program is building momentum each and every day. And when we fly this airplane later this year, it will be the safest, best unmanned airplane that we’ve ever produced. And we’re really excited to get it to the boat next year and to get it fielded for you to do the work it needs to do straight away.

In January, commander of Naval Air Forces and Naval Air Force – U.S. Pacific Fleet, known as the Navy Air Boss, confirmed the MQ-25 is planned to test fly off a carrier next year (Defense Daily, Jan. 28).

The Navy plans to buy 76 Stingrays at a total cost of about $1.3 billion. 

The Navy first awarded Boeing an $805 million engineering and manufacturing development (EMD) award in 2018 to design, develop, build, test and verify the first four MQ-25s.

The MQ-25 has been delayed several times, with a 2023 DoD Inspector General Office report noting the schedule was pushed back largely due to production maturity issues and more testing needed before moving to production.

Relatedly, Rear Adm. Michael Donnelly, director of the  Air Warfare Division (N98) at the Office of the Chief of Naval Operations argued that he thinks the most complex part about adding the MQ-25 will not be its mission sets, but helping the Navy figure out how to integrate unmanned systems generally with manned systems in an aircraft carrier operating environment.

“So that’s going to be a lot of essential learning, and going to allow us then to proceed very rapidly in what we are working, albeit behind, in partnership with the Marines and with the Air Force, and what they will be demonstrating very shortly here with collaborative combat aircraft.”

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

The post NAVAIR Head Warns First MQ-25 Flight This Year Still Requires “A Ton Of Work” appeared first on Avionics International.

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