February 18, 2026 - No. 07 In This Issue : Frustrated with the aging Air Force One, the U.S. authorities have pushed the conversion of the $300 million Boeing 747 donated by Qatar into full speed, and instead of years the mammoth jet will be ready for use by the country’s leader this summer itself : GCAP Excalibur Testbed Breaks Cover with New Fighter-Style Nose : U.S. Air Force T-7A program raises cost concerns : NASA Completes First Flight of Laminar Flow Scaled Wing Design : US firm’s blended wing aircraft to get double-decker setup with new funding : U.S. Delivers New F-35 Fighters Without Radars Due to Upgrade Delays, Mounting Issues : Sweden's 2027 Fighter Demonstrator Flight Starts Path To 2030s Decision: Solo Or Join? : Boeing 787-8 test airplane takes to the skies for its final ever flight : Singapore sets first ever sustainable aviation fuel levy, as Southeast Asia’s fuel industry grows : How They Repair the Largest US Military Plane Ever Built (Video) Frustrated with the aging Air Force One, the U.S. authorities have pushed the conversion of the $300 million Boeing 747 donated by Qatar into full speed, and instead of years the mammoth jet will be ready for use by the country’s leader this summer itself With Air Force One embarrassingly turning back after a snag, the White House now believes that the luxurious $300 million Boeing 747 gifted by the big-hearted Emir of Qatar to be used as a secure flying office by the country’s leader is a much better idea by Sayan Chakravarty Image - Youtube / BlueRockerPR Note: See photos and videos in the original article. Air Force One did what it was built to do on the evening of January 20, 2026. It protected the most important passenger on board by refusing to take chances. Roughly an hour after departing Joint Base Andrews for Switzerland, one of the two aging VC-25A Boeing 747-200B jets detected what the White House described as a minor electrical issue. The crew turned the aircraft around out of an abundance of caution, and it landed safely back near Washington after reporters noticed the lights in the press cabin briefly going out soon after takeoff. Karoline Leavitt at a press conference. Image – Youtube / FOX 5 New York Then came the quip that turned a routine diversion into a cultural moment. White House press secretary Karoline Leavitt, speaking to reporters aboard the aircraft, said that the Qatari jet was sounding “much better” right now, as reported by ABC11. In Washington-speak, that is not only a quip because it is also a thesis statement. The C-32 (Boeing 757) Because the moment Air Force One makes a U-turn in the sky, it stops being just a plane and becomes a metaphor. The optics are unavoidable because the President of the United States, headed to Davos, was forced to switch aircraft mid-mission, ultimately continuing the trip on a smaller Boeing 757. The machine that signals continuity and control had, for one hour, looked like any other aging vehicle with a warning light. When that happens in public, even a minor snag turns into a policy argument at 35,000 feet. N7478D, the Qatari Emir’s personal 747-8, gifted to the United States. Image – Youtube / GVA Spotter The case for the Qatar Boeing 747-8 is suddenly easy to sell. Not because it is foreign, or controversial, or even because it is lavish, although it is all three, but because it represents something the current Air Force One fleet cannot, which is freshness. Not new in the abstract, but new in the practical sense of modern electrical architecture, modern systems redundancy, and modern maintainability. In an era where the presidency is expected to travel like a global headquarters, the promise of a newer 747-8, already built, already proven, already fitted for VIP life, begins to feel less like an indulgence and more like a stopgap that writes its own justification every time the VC-25A coughs. Image – Youtube / Tech Vision The snag itself also makes a certain kind of engineering sense. The VC-25A is a 747-200B airframe with layers of modifications that turn it into a flying command node. It carries an electrical ecosystem far more complex than a commercial jumbo jet, with extensive wiring, hardened electronics, and multiple mission systems that must function under extremes. Every extra defensive system and communications layer is another electrical load, another potential point of nuisance failure, and another reason why crews treat even a cabin-level anomaly with total seriousness.Also read - These metal American Express credit cards were made from a retired Delta 747 Airplane Image – Youtube / Twin Cities Aviator And this is why Leavitt’s joke lands. It acknowledges what everyone already feels. The current Air Force One jets are iconic, but they are also old, heavily used, and overburdened by the expectations placed on them. At the exact moment Trump is flying to Davos to face world leaders and promote strength, the presidential jet performs an unscheduled loop back to base. Even when nothing is truly wrong, the symbolism feels expensive.Boeing’s VC-25B presidential jet is running years behind schedule and is now expected to be ready by mid 2028 Boeing’s Air Force One delays have created a vacuum The next-generation Air Force One replacement program, the VC-25B based on the Boeing 747-8I, has been delayed so many times that delays have become the only predictable element. Cost overruns, schedule slips, production issues, and the slow grind of turning a civilian airliner into a secure presidential aircraft have all pushed delivery timelines into the late 2020s. This situation has forced the authorities to expedite the conversion of the 747 gifted by Qatar into an Air Force One. That timeline matters because it is political. Trump has complained about the state of the current aircraft and the slow progress of their replacements, and the public is now receiving a real-world illustration of why. These two aircraft have been the primary presidential transports for over three decades, and while they remain capable, they are not getting younger. The longer Boeing’s replacement program drifts, the more the existing fleet becomes a liability in narrative terms, even when it continues to perform safely. It also creates a vacuum of confidence. When the President is forced to step off a 747 and onto a smaller aircraft to continue to an event like Davos, the public instantly understands that the Air Force One aura is not magic. It is infrastructure, and infrastructure ages. Which is exactly why a gifted VIP 747-8 starts to sound, in Leavitt’s words, like a better idea. The private Boeing 747 features a master suite, guest bedroom, two full bathrooms with showers, nine lavatories, five kitchens, and a private office Turning a Qatari VIP 747-8 into an American presidential aircraft is not a remodel; it is a rebuild The Qatari 747-8 is a flying palace, and the premise is irresistible because it involves an ultra-luxurious jumbo jet, valued at around $300 million, gifted by Qatar to the US, now being converted into an interim presidential aircraft in Texas by L3Harris Technologies. But the conversion is not a simple refit. You do not just add flags, swap upholstery, and call it Air Force One. You rip out the VIP standards that make sense for royalty and replace them with the harsh requirements of American survivability and secure command. In VIP configuration, the Qatari 747 flies with 18 crew and just 89 passengers, far fewer than the roughly 400 a typical three-class 747-8i can carry That means an entirely new electrical and power architecture with redundancy upon redundancy, upgraded distribution systems, enhanced surge protection, and the kind of shielding required to harden systems against electromagnetic events. It means mission communications suites that are not merely fast or premium, but secure across multiple bands, resilient in crisis, and integrated with the US military’s command structure. The VIP cabin’s commercial connectivity, no matter how high-end, is not the same thing as hardened, classified communications, so the glamorous parts often get stripped first. Then comes survivability. Missile warning sensors, infrared countermeasures, dispensers, structural hardening, and all the unromantic additions that turn luxury into capability. Even interior spaces become functional assets such as a presidential suite, a secure office, conference areas, staff workspaces wired into protected networks, a medical facility that can stabilize major emergencies, and a press cabin designed around security realities rather than comfort. The massive jet now houses five plush lounges across its two decks, including this exclusive hideaway on the 747’s upper level This is why the minor electrical issue on the old VC-25A is not trivial in narrative terms because it highlights exactly what the new fleet needs to be, which is electrically robust, deeply redundant, and designed from the ground up for the modern presidency’s appetite for power-hungry systems. According to the layout, the master bedroom sits at the very front of the jet, with the master bath and guest suite tucked just behind it That is the irony of this moment. Air Force One turned back because the White House does not gamble with risk. Yet the political response is to lean into a new gamble, or at least a new kind of one, which means betting that a foreign VIP 747-8 can be rebuilt into an American command aircraft faster and more cleanly than Boeing can deliver the purpose-built replacements. GCAP Excalibur Testbed Breaks Cover with New Fighter-Style Nose Published on: February 15, 2026 at 6:09 PM Follow Us On Google News Kai Greet Excalibur 757 operating at MoD Boscombe Down as BROADSWORD 29. (Image credit: Olie Myburgh) Note: See photos in the original article. The Boeing 757 Excalibur Flight Test Aircraft began its latest series of test flights last week sporting a brand new radome grafted onto its nose, along with new fuselage fairings. The Boeing 757-200, formerly a passenger aircraft for a number of airlines, completed its first modification phase in late 2024 and undertook a short program of flights. At that time, the aircraft had been fitted with three fairings on the forward fuselage – one on each side, and one on the underside. These have now been augmented by a nose radome that is a common identifying feature of other, similar testbed aircraft, as well as a new fairing below it and another under the rear fuselage. Additionally, new forms have been fitted onto the existing underside fairing. Interestingly, and for an unknown reason, the aircraft’s ram air turbine or RAT is clearly seen deployed from the lower fuselage. The RAT is usually used for emergency power during engine failure situations. This new configuration brings the 757 Flight Test Aircraft (FTA) much closer to contracted operator 2Excel Aviation’s previously released renderings of the final planned design. Still apparently to be added are two cheek fairings – the rear fuselage fairing is also of a different appearance to the one shown, though this may simply be a new iteration of the design. Renderings shown in a promotional video by 2Excel Aviation. (Image credit: 2Excel Aviation) Based at MoD Boscombe Down in Wiltshire, UK, the FTA – codenamed Excalibur after the legendary sword of King Arthur, which works well with 2Excel’s BROADSWORD company callsign – is an airborne demonstrator and flying laboratory for the communications equipment, radar, and other sensors under development for the Global Combat Air Programme (GCAP). GCAP, a multinational effort by the UK, Italy, and Japan, aims to produce a flying demonstrator of a sixth-generation fighter aircraft by next year. The resulting operational fighter is then planned, from 2035, to replace the UK and Italy’s Eurofighter Typhoons and Japan’s Mitsubishi F-2s. GCAP, notwithstanding some hiccups, is much further along in terms of progress than the Future Combat Air System (FCAS) project run by France, Germany, and Spain, with rifts over shares in production work between that program’s contributors making frequent news. Germany is reconsidering its participation in the program, with a decision reportedly expected in the coming weeks. Invitations have been extended to bring Germany into the GCAP team, though the extent of industrial involvement able to be secured at this late stage is unclear. A model of the GCAP aircraft displayed at Farnborough International Airshow 2024. (Image credit: Leonardo) The 757 chosen to be developed into Excalibur was first delivered in 2000 and flew with Spanish airline Iberia for five years before a storied career bouncing between a number of different carriers. Most recently it was acquired by UK operator Titan Airways and registered as G-POWH, flying various charters – including for football teams – as well as extended lease periods to low-cost airline Jet2. The jet was re-registered as G-FTAI in 2023 and transferred to 2Excel Aviation, an aviation contractor with an extensive special missions division that notably includes a UK Government-contracted Coastguard fleet. When news of the aircraft’s acquisition for the GCAP project broke, comparisons were immediately drawn between it and the Boeing 757 ‘Catfish’, used for F-22 developments, as well as the Boeing 737-based ‘Catbird’, which operates in support of the F-35 program. Though not as well known as their U.S. counterparts, there is a history of similar conversions in UK service. When the CAPTOR-M radar was in the development stage for the Eurofighter Typhoon, BAC 1-11 ZE433 was retrofitted with a Typhoon style nose radome as part of the test program. More recently, BAe 146 G-ETPL, operated by Qinetiq, took to the skies with a fighter radome modification for the first time in 2023. BAC 1-11 ZE433 fitted with a nose cone similar to that of a Typhoon for CAPTOR radar trials. (Image credit: fsll2, CC BY-NC 2.0) Similar modificaions were also made to helicopters to develop radar systems for newer rotary wing aircraft. Using large airliner type aircraft for these testbeds rather than previous generation fighters is beneficial for a number of reasons. First of all, due to their size and weight, the addition of new fairings and systems has a comparatively reduced burden on the aircraft’s overall aerodynamics and flight characteristics. Inside, with an abundance of space available, a large amount of associated equipment can be carried along with personnel to operate and monitor the systems being tested. Renderings of Excalibur’s planned internal configuration. (Image credit: 2Excel Aviation) In Excalibur’s case, this internal equipment is said to include various workstations as well as a full virtual cockpit. Originally designed with the comforts of passenger service in mind, excess electrical power generation from the two Rolls-Royce turbofan engines can now be used to power the flight test equipment. A second 757 aircraft, G-BYAW, was also acquired by 2Excel as part of the Excalibur project. This aircraft was subsequently meticulously disassembled and reproduced virtually in order to create a fully accurate digital twin of G-FTAI. Digital twinning technology means that a computer recreation of the aircraft, calibrated to be accurate using the real aircraft as a benchmark, can be used for extensive testing and modelling on the ground without using the expensive and ultimately finite flight hours of a real aircraft. Promising results can then be verified using the real aircraft. Two other flying testbeds, one for Italy and one for Japan, are likely to join Excalibur in the coming years. Thanks to Olie Myburgh for allowing the use of his excellent images of the Excalibur 757 in this story. You can find his aviation photography work on Facebook and Instagram. U.S. Air Force T-7A program raises cost concerns NewsAviation By Dylan Malyasov Feb 15, 2026 Boeing T-7 Red Hawk (Photo by Zelideth Rodriguez) Key Points • The U.S. Air Force is reviewing cost structure and sustainment readiness of the T-7A trainer program ahead of the Milestone C full-rate production decision. • Program delays and contractor losses under a fixed-price contract have drawn acquisition scrutiny as the aircraft prepares to replace the T-38 training fleet. The United States Air Force is confronting growing scrutiny over the cost structure of the T-7A Red Hawk trainer aircraft program as it approaches the Milestone C decision phase, a key acquisition step that will determine whether the aircraft moves into full-rate production. The review comes amid continued schedule delays and ongoing efforts to stabilize development and sustainment planning for the next-generation trainer. The T-7A program, led by Boeing in partnership with Saab, was awarded in 2018 under a fixed-price development contract valued at about $9.2 billion. The aircraft is intended to replace the aging T-38 Talon, which has served as the Air Force’s primary advanced jet trainer for more than six decades. Air Force officials have repeatedly stressed that replacing the T-38 is necessary to maintain pilot training throughput as demand for fighter pilots remains high. Concerns surrounding the program’s cost structure have gained attention as the Milestone C production decision, expected in early 2026, draws closer. Publicly available acquisition reporting and congressional testimony show that Boeing has recorded more than $2 billion in program losses tied to higher-than-expected engineering and production costs under the fixed-price contract model. The financial pressure has fueled broader discussion within defense acquisition circles about how risk has been distributed between the contractor and the government over the life of the program. The Air Force has acknowledged that development timelines shifted following technical challenges discovered during testing. Service officials previously confirmed redesign work related to the ejection seat system as well as continued maturation of software and training system integration. These issues extended developmental testing schedules and delayed planned fielding milestones. As noted in Government Accountability Office assessments of major defense acquisition programs, sustainment planning and technical data availability remain central factors during transitions from development to production. Air Force acquisition leadership has stated its intention to establish organic sustainment capability, enabling government depots to perform maintenance and repair work rather than relying solely on contractor logistics support. The T-7A was designed using digital engineering methods intended to accelerate development and reduce long-term lifecycle costs. The aircraft incorporates an open systems architecture and integrated ground-based training environment meant to mirror operational fighter platforms such as the F-35. Officials have described the program as an effort to modernize pilot training while improving acquisition efficiency through advanced design tools. However, delays and cost pressures have drawn increased attention ahead of Milestone C, which represents one of the most consequential approval gates in the U.S. Department of War acquisition process. Approval at this stage confirms that testing progress, manufacturing readiness, sustainment planning, and cost controls meet requirements for expanded procurement. The Air Force has continued flight testing activities while refining logistics planning and support infrastructure required for long-term operations. Boeing has said in prior public statements that it remains focused on delivering the aircraft and stabilizing program execution following early development challenges. The outcome carries broader importance because the T-7A forms the foundation of the Air Force’s future pilot production pipeline. For U.S. defense planners, cost stability and sustainment readiness ahead of Milestone C are closely tied to maintaining consistent pilot training capacity and preserving overall airpower readiness. Continued attention to the program reflects wider concern about acquisition discipline as the United States balances modernization needs with budget pressures across multiple aviation programs. NASA Completes First Flight of Laminar Flow Scaled Wing Design Nicolas Cholula NASA Armstrong Public Affairs Specialist Feb 11, 2026 Note: See photos in the original article. NASA’s Crossflow Attenuated Natural Laminar Flow (CATNLF) scale-model wing flies for the first time on a NASA F-15 research jet during a test flight from NASA’s Armstrong Flight Research Center in Edwards, California. The 75-minute flight confirmed the aircraft could maneuver safely with the approximately 3-foot-tall test article mounted beneath it. NASA will continue flight tests to collect data that validates the CATNLF design and its potential to improve laminar flow, reducing drag and lowering fuel costs for future commercial aircraft. NASA/Carla Thomas NASA completed the first flight test of a scale-model wing designed to improve laminar flow, reducing drag and lowering fuel costs for future commercial aircraft. The flight took place Jan. 29 at NASA’s Armstrong Flight Research Center in Edwards, California, using one of the agency’s F-15B research jets. The NASA-designed, 40-inch Crossflow Attenuated Natural Laminar Flow (CATNLF) wing model was attached to the aircraft’s underside vertically, like a fin. The flight lasted about 75 minutes, during which the team ensured the aircraft could maneuver safely in flight with the additional wing model. “It was incredible to see CATNLF fly after all of the hard work the team has put into preparing,” said Michelle Banchy, research principal investigator for CATNLF. “Finally seeing that F-15 take off and get CATNLF into the air made all that hard work worth it.” NASA’s Crossflow Attenuated Natural Laminar Flow (CATNLF) scale-model wing flies on a NASA F-15 research jet during a test flight from NASA’s Armstrong Flight Research Center in Edwards, California. The CATNLF technology is designed to maintain smooth airflow, known as laminar flow. NASA will continue flight tests to collect data that validates the CATNLF design and its potential to improve laminar flow, reducing drag and lowering fuel costs for future commercial aircraft. NASA/Carla Thomas NASA designed the CATNLF technology to improve the smooth flow of air, known as laminar flow, over swept-back wings, used in everything from airliners to fighter jets, by reducing disruptions that lead to drag. Maintaining laminar flow could help lower fuel burn and costs. This flight was the first of up to 15 planned for the CATNLF series, which will test the design across a range of speeds, altitudes, and flight conditions. “First flight was primarily focused on envelope expansion,” Banchy said. “We needed to ensure safe dynamic behavior of the wing model during flight before we can proceed to research maneuvers.” During the flight, the team performed several maneuvers, such as turns, steady holds, and gentle pitch changes, at altitudes ranging from about 20,000 to nearly 34,000 feet, providing the first look at the aerodynamic characteristics of the wing model and confirming that it is working as expected. NASA’s Crossflow Attenuated Natural Laminar Flow (CATNLF) scale-model wing flies for the first time on a NASA F-15 research jet during a test flight from NASA’s Armstrong Flight Research Center in Edwards, California. The 75-minute flight confirmed the aircraft could maneuver safely with the approximately 3-foot-tall test article mounted beneath it. NASA will continue flight tests to collect data that validates the CATNLF design and its potential to improve laminar flow, reducing drag and lowering fuel costs for future commercial aircraft. NASA/Carla Thomas The team measured laminar flow using several tools, including an infrared camera mounted on the aircraft and aimed at the wing model to collect thermal data during flight tests. They will use this data to confirm key aspects of the design and evaluate how effectively the model maintains smooth airflow. “CATNLF technology opens the door to a practical approach to getting laminar flow on large, swept components, such as a wing or tail, which offer the greatest fuel burn reduction potential,” Banchy said. Early results showed airflow over the aircraft closely matched predictions made using computer models, she said. mplished through computer modeling, wind tunnel testing, ground tests, and high-speed taxi tests. NASA plans to continue flight tests to gather research data that will help further validate the CATNLF test article and its potential for future commercial aircraft designs. The CATNLF testing is a collaboration under NASA’s Flight Demonstrations and Capabilities project and Subsonic Vehicle Technologies and Tools project. The CATNLF concept has been supported through the combined efforts of NASA’s Advanced Air Vehicles Program and Integrated Aviation Systems Program under the agency’s Aeronautics Research Mission Directorate. US firm’s blended wing aircraft to get double-decker setup with new funding Natilus’ aircraft design is aimed at delivering significantly greater fuel efficiency and lower operating costs. By Prabhat Ranjan Mishra Feb 12, 2026 08:11 PM EST Note: See photos in the original article. The aircraft design is aimed at delivering significantly greater fuel efficiency and lower operating costs. Natilus A San Diego-based company has made changes to its blended wing aircraft design. Natilus plans to make Horizon Evo aircraft a dual decker platform. The change has been decided following key feedback from the Federal Aviation Administration (FAA) and Natilus’ base of global carrier customers. These enhancements offer more practicality in design, build, and operations – while improving overall passenger experience and safety. Double deck boosts operational flexibility “In our ongoing conversations with the FAA and customers, there’s real excitement around what our new airframe brings, not only in terms of fuel economics, but in addressing some of the recent and real pain points happening in aviation today around safety, passenger experience, and plane shortages,” said Aleksey Matyushev, Co-Founder and CEO of Natilus. “These airline-validated insights really drove the design enhancements around dual-deck practicality, egress certifiability, and turnaround times and put us on a clear path to commercial certification.” Design reduces drag and boosts efficiency compared with conventional wings Under development by Natilus, the aircraft design is aimed at delivering significantly greater fuel efficiency and lower operating costs than traditional tube-and-wing airliners — especially the single-aisle jets that dominate short and medium-haul travel today. Blended-wing body (BWB) means the aircraft’s fuselage and wings merge smoothly into one lifting surface. This reduces drag and boosts efficiency compared with conventional designs where wings stick out from a cylindrical fuselage, according to Natilus. Recent design refinements have shifted Horizon Evo from a single-deck to a dual-deck aircraft. Increased overhead storage Natilus’ vision for the commercial-ready Horizon Evo is centered on three key design pillars which maintain interoperability with existing airport ground infrastructure, while implementing modifications to the profile and interior that substantially enhance passenger experience and safety. Horizon Evo’s dual-deck design provides increased overhead storage. The spacious upper deck also reflects customer demand for more window seats, novel for the BWB. The Horizon Evo design maintains its purpose-built fit with existing passenger and cargo ground infrastructure and now includes the ability to carry standard air-freight containers in its lower deck. Multiple aisles in premium and economy cabins further ease loading and passenger flow, according to Natilus. The company has recently secured $28 million in Series A financing. “We’re not just building aircraft. We’re reshaping the future of aviation beyond the limitations of the tube-and-wing airframe to fundamentally transform how we transport goods and people,” said Matyushev. “With this latest funding and newest personnel additions, we are strongly positioned to bring our family of blended-wing aircraft to market, disrupting the Boeing-Airbus duopoly and bringing much-needed innovation to the aviation industry.” Leveraging improved aerodynamics, capacity, and efficiency, Natilus’ family of blended-wing aircraft design is aimed at cutting fuel usage by 30% and carbon emissions and operational costs by 50%. This latest funding will allow Natilus to complete manufacturing of its first full-scale prototype of regional cargo plane KONA, which is expected to fly in the next 24 months. Natilus will also further invest in the development of its second aircraft, Horizon Evo, a 200+-passenger aircraft intended to compete with the Boeing 737 MAX and Airbus A321-neo, according to a press release. U.S. Delivers New F-35 Fighters Without Radars Due to Upgrade Delays, Mounting Issues Defense Express February 10, 2026 Fifth-generation F-35 fighter / Photo credit: U.S. Departament of War New F-35s arrive without radars as AN/APG-85 upgrade delays force U.S. Air Force to use ballast as temporary fix Since 2025, F-35 fighters were supposed to start arriving with state-of-the-art AN/APG-85 radars, but due to delays and technical nuances, they are currently being delivered without radars at all. New fifth-generation F-35 fighters are entering service with the U.S. Air Force without radars and are even being operated in this configuration. The reason for this is yet another project delay and component supply issues. AN/APG-81 radar production / Photo credit: Northrop Grumman According to Avionics International, the old AN/APG-81 radars, which are currently installed for export orders and were previously mounted on domestic aircraft, require completely different mounting systems than the newest AN/APG-85. And the latter are significantly delayed, so delivery had to proceed as is. Thus, since June 2025, new F-35s have been supplied with updated mounting systems, which is why they lack radars altogether. At the same time, additional ballast is installed in the nose section to maintain balance. Fifth-generation F-35A fighters / Photo credit: U.S. Departament of War It is claimed that a fighter without radar can still function and fly as a fully operational aircraft. For this to work, it must be used alongside others with full equipment and the ability to transmit data. Defense Express notes that the latter is indeed theoretically possible, given the extensive infrastructure around the F-35 for information exchange. However, this is a peacetime solution that would clearly lead to problems in the event of armed conflict. F-35 production process / Photo credit: Lockheed Martin Overall, delivery of new AN/APG-85 radars was supposed to begin in 2025 within the Lot 17 batch, but was subsequently postponed to Lot 20. Initially, there was no mention of what would happen with already planned aircraft, and there were theories about delays. Still, as we can see, a simpler solution was found with delivery without radars. To avoid such problems, Lockheed Martin has already proposed developing a new fuselage that could accommodate both new and old radars. And while this has its advantages, implementing such a project, re-certification, and launching production would take time. Overall, the F-35 program has numerous problems, including low combat readiness, with only half the aircraft able to fly. At the same time, the aircraft itself remains the most numerous in the fifth generation and is still chosen by many countries. Sweden's 2027 Fighter Demonstrator Flight Starts Path To 2030s Decision: Solo Or Join? Defense Express February 9, 2026 Gripen E / Open source photo Note: See photos in the original article. Sweden in 2030s must choose aviation development direction, and one most likely option, will make own sixth-generation fighter Swedish defense company Saab, as planned, should conduct the first flight of an unmanned fighter demonstrator next year, beginning air testing to determine which technologies will serve as the foundation for a future combat aircraft program for the Swedish Air Force. Aviation Week reports this. According to Saab's Advanced Programs Division employee Per Nilsson, they currently have about 150 projects, and company specialists are now considering which of the developed technologies to test on the first fighter demonstration sample. And this event will be quite important for Swedish aircraft manufacturing and the country's air force development in this, because demonstrator creation and testing is part of a large-scale aviation program, the result of which may be appearance of replacement for Gripen fighters available in Swedish Air Force service (or will fly together with Gripen, which they plan to keep in service until 2060). This program received the name F-series, started in 2024, and should last until 2029, a year earlier when Sweden must decide on its aviation future. And this is already quite a classic scheme with a fighter as the main component and drones of various classes, including "loyal wingman" types like the American CCA, which can carry AIM-120 AMRAAM air-to-air missiles. FCAS fighter / Open source image At the same time, Saab received a contract for conceptual studies of the next-generation fighter in 2025. However, at least during the first flights, one of the most important technologies for sixth-generation aircraft won't be tested on the demonstrator namely, stealth technology. It's stated that its concept will be demonstrated next year. As of today, Sweden has three development options for its future combat aviation the simplest and least likely is to buy ready aircraft. Probably the most difficult is to make a fighter independently, which they're currently working on. Sixth-generation Tempest fighter render / Open source image Finally, the third option is to join existing sixth-generation fighter development projects within international projects, or, as an alternative, create one's own with the involvement of foreign partners. However, as practice shows, such multinational projects today face significant difficulties and fall apart and a bright example of course is pan-European FCAS, in which at the end of last year Germany and France finally quarreled. Although Airbus believes the project should be saved by dividing it into two fighters, probably one, lighter, for Spaniards and French, and another, for Germans. Recall that the basis for conflict was the issue of work distribution among the project's main contractors, so joining a company like Saab to this will only cause a new wave of disputes. There's also the Tempest fighter project, joint development of Great Britain, Japan, and Italy, where the latter recently voiced an astronomical spending amount on its development of almost 19 billion euros, and this is only their share. And although this program doesn't have the kind of public scandals that FCAS did, Italians recently called the British mad because they don't want to share technologies. Boeing 787-8 test airplane takes to the skies for its final ever flight Published on Feb 17, 2026 at 2:07 PM (UTC+4) by Callum Tokody Last updated on Feb 17, 2026 at 9:36 PM (UTC+4) Edited by Emma Matthews Note: See photos and videos in the original article. The Boeing 787-8 test aircraft that spent years doing the hard, repetitive work of Dreamliner flight testing has taken to the skies for a final time. This plane never carried passengers and never flew scheduled routes, instead serving as the primary test bed for the Boeing Dreamliner programme. Over its life, it helped refine many of the technologies that now feel standard on modern airliners. Its final flight closes a long, steady chapter in Dreamliner history, and raises a simple question about what comes next once the flying stops. Boeing 787-8 and life inside Dreamliner test flying The Boeing 787-8, known inside Boeing as ZA004, joined the Dreamliner test fleet back in 2010. In practical terms, that meant it did what other jets never do. It flew the same routes, followed the same profiles, and logged hours that nobody outside the industry ever saw. Across more than 670 flights, the Boeing 787-8 built up over 2,250 flight hours. That was part of a much bigger machine. The wider Dreamliner programme has delivered more than 1,200 jets that have flown millions of flights around the world. Boeing As of 2025, the Dreamliner family has carried more than one billion passengers across nearly five million flights and more than 30 million hours in the air. Today’s commercial 787s are known for quieter cabins, longer range, and improved fuel economy. Boeing says the aircraft family was designed to be significantly more efficient than earlier jets. That real-world performance emerged from a mix of new materials, aerodynamics, and engine work that the Boeing 787-8 helped test and confirm. Boeing The Boeing 787-8 also carried much of the early problem-solving work. When software or system updates were needed, this aircraft was often the first to fly them. And when engineers needed fresh data, it was the Boeing 787-8 that went back out. That kind of testing isn’t glamorous, but it is essential. One aircraft keeps flying until questions are answered and results are clear. Engines were another big part of the routine. Over its life, the Boeing 787-8 flew with several Rolls-Royce Trent 1000 engines. Some flights were about seeing how those engines held up over long hours in the air. That kind of work helped airlines gain confidence in using the Dreamliner on long routes that few aircraft could manage before. In 2014, the Boeing 787-8 also joined Boeing’s ecoDemonstrator programme. On those flights, crews tried ideas aimed at making future jets cleaner and more efficient. They tested lighter systems, surface coatings to reduce ice buildup, and tweaks to landing approaches aimed at reducing fuel use. This was quiet work that most passengers would never notice, but the outcomes fed into tweaks across the fleet. What happens once flight testing stops As the Boeing 787-8 approached a major maintenance milestone, Boeing chose not to keep it flying. Instead, it made one last trip from Seattle to storage in Arizona. By then, its role in Dreamliner flight testing had run its course. But even on the ground, the Boeing 787-8 still has a use. Boeing Parts from the aircraft will go to training and act as spares for jets still flying. Engineers can also study parts that spent years in everyday use to improve maintenance planning and long-term reliability. This Boeing 787-8 never carried paying passengers or flew scheduled routes. Its value came from showing up, every day, and doing the same job until there were no more questions left to answer. Years of flight testing helped shape how the Dreamliner performs today. That work barely showed itself to the flying public, but it is there every time a 787 lifts off. Singapore sets first ever sustainable aviation fuel levy, as Southeast Asia’s fuel industry grows By ANTON L. DELGADO Updated 11:57 PM CST, February 15, 2026 SINGAPORE, Singapore (AP) — Flying in and out of Singapore, home to Southeast Asia’s busiest airport, will get slightly more expensive this year as the city state begins imposing a levy of between 75 cents to $32 per ticket to fund sustainable aviation fuel. The tax will support Singapore’s growing use of the cleaner burning fuel, which is often made from used cooking oil or agricultural waste. The global aviation industry is encouraging its use as it tries to slash rising emissions that contribute to climate change without altering current aircraft. Southeast Asia is poised to become a hub for global production of sustainable aviation fuel, or SAF, as new facilities and policies launch across the region, while environmental backpedaling in the United States under President Donald Trump creates an opening in global fuel production. Singapore has the region’s largest SAF plant and is beginning construction of a next-generation facility this year, with set agreements to supply fuel to major carriers like JetBlue and Singapore Airlines. Thailand launched a brand-new SAF plant in Bangkok in 2025. Malaysia and Vietnam hit domestic production milestones last year and Indonesia, like Singapore, recently announced plans to expand current operations. The industry is just getting started, said Tat Chuan Goh, with Aether Fuels, the Chicago-based fuel development company building Singapore’s new plant. “But we do sense the momentum is clearly building up,” he said. Singapore sets its new levy Singapore’s levy will affect flights departing after Oct. 1 and sold after April 1 from Changi International Airport, which handled a record 70 million passengers last year. Passengers will pay a surcharge based on their trips’ distance and cabin. The lowest levy of 1 Singapore dollar (about 75 U.S. cents) will apply to economy flights within Southeast Asia. Those traveling in premium cabin flights to the Americas will pay the most, 41.60 Singapore dollars (about $32). For cargo, the levy is based on distance travelled and weight. To ensure transparency, the tax will be shown on tickets and air cargo contracts. Daniel Ng, chief sustainability officer at the Civil Aviation Authority of Singapore, said the levy will allow “all aviation users to do their part to contribute to sustainability at a cost which is manageable for the air hub.” Southeast Asia’s fuel industry grows With Southeast Asia’s abundant access to fuel ingredients, like agricultural and forest waste, the region is sitting on a “pot of gold that can really be scaled up,” said Goh with Aether Fuels. Vietnam delivered domestically-made SAF mixes to local carriers like VietJet Air in 2025. Malaysia’s first deliveries to local carriers like Malaysia Airlines and customers in Europe also took place last year. Indonesia plans to increase its domestic fuel production and others in the region, like the Philippines, are cutting red tape to entice fuel developers. “We can, if managed responsibly, support competitive and scalable SAF production,” said Aung Soe Moe, a senior officer for air transport for the Association of Southeast Asian Nations. ASEAN estimates the region could produce 8.5 million barrels of SAF per day by 2050. Kelvin Lee, who leads sustainability in the Asia-Pacific region for the International Air Transport Association, the leading group of global airlines, said it’s “natural that people are paying quite a bit of attention to SAF production in this part the world.” “But we do still need quite a bit of government support to have that momentum continue,” Lee said. U.S. pullback slows global production Aviation contributes about 2.5% of annual global carbon emissions, according to the International Energy Agency, which says emissions from aviation are growing faster than those from any other transportation industry. With aviation demand rising, the UN-backed International Civil Aviation Organization set a goal of zero net carbon emissions for 2050. Using SAF could cut about 65% of the industry’s emissions, it says. That prompted some airlines and countries to set SAF mandates. But there are doubts that SAF can scale up quickly enough, partly because of the Trump administration’s reversal of clean energy efforts. Global SAF production was steadily growing, with the U.S. output nearly doubling to a record last year. That was before Trump rolled back climate policies denting production that had surged under former President Joe Biden. The global growth of SAF production is forecast to slow for the first time since large-scale output began in 2018. Preeti Jain, who leads IATA’s net zero research, said the U.S. rollbacks are “definitely a topic of discussion.” But she said “the good thing is that those policy incentives have not totally evaporated, but there is some period of uncertainty.” ___ The Associated Press’ climate and environmental coverage receives financial support from multiple private foundations. The AP is solely responsible for all content. Find AP’s standards for working with philanthropies, a list of supporters and funded coverage areas at AP.org. How They Repair the Largest US Military Plane Ever Built (Video) Welcome back to the Fluctus channel, as we go behind the scenes of U.S. military aviation to explore the maintenance of the massive C-5 Galaxy and the advanced CH-53K King Stallion helicopter. Fluctus is a website and YouTube channel dedicated to sea geeks. Curt Lewis