The European Defence Agency (EDA) has initiated the second phase of a research project designed to automate hose-and-drogue mid-air refueling for uncrewed aerial vehicles. Announced on October 9, 2026, the €8 million effort brings together defense contractors and research institutes from Spain, Germany, and Belgium to solve the complex aerodynamics and control challenges of autonomous tanker operations.

The project targets a critical capability gap for future European and NATO Air Forces. By developing systems capable of coordinating multiple unmanned receivers with a single tanker simultaneously, the consortium aims to establish the technical foundation for autonomous air-to-air refueling (A4R) operations. According to the EDA, this capability is essential for ensuring interoperability among allied nations deploying next-generation combat drones.

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Advancing autonomous refueling capabilities

The second phase of the project officially advanced on October 8, 2026. The EDA outlined that the development will unfold across three distinct stages. The consortium will begin with simulated multi-aircraft refueling operations to test coordination algorithms before moving to laboratory testing utilizing robotic arms to simulate the physical connection. The final stage will involve ground and flight tests using an Airbus A330 Multi Role Tanker Transport (MRTT) and an experimental aircraft provided by the German Aerospace Center (DLR).

The engineering and testing workload is distributed among the three participating nations. Spain is represented by Airbus Defence and Space and technology firm GMV. The German contingent includes Airbus Defence and Space, the DLR, and AES Technology. Belgium’s participation involves ScioTeq and the Von Karman Institute.

Building on Phase One foundations

This new €8 million investment builds directly on the results of the project’s first phase, which the EDA launched on December 21, 2022, with a €4 million budget. The initial phase focused on proving the technical feasibility of automated hose-and-drogue refueling. This method is widely used by European air forces but is inherently more difficult to automate than rigid boom systems due to the flexibility and aerodynamic instability of the trailing hose.

During Phase One, researchers utilized an Airbus A330 MRTT tanker alongside a German Panavia Tornado and a Spanish McDonnell Douglas EF-18 Hornet. The consortium successfully developed camera-based tracking systems capable of monitoring both the drogue and the receiver aircraft. The teams also tested drogue stabilization techniques required for uncrewed receivers to make safe and reliable contact.

Airbus expands its automated refueling portfolio

Airbus Defence and Space occupies a central role in the EDA consortium, reflecting the manufacturer’s broader push into automated refueling technologies across multiple platforms. The company has independently pursued A4R capabilities through its Auto’Mate demonstrator program. That initiative previously utilized an Airbus A310 tanker and DT-25 target drones to validate formation flight and automatic contact procedures.

The EDA project aligns with parallel developments in Airbus’s crewed and uncrewed portfolios. In February 2026, Singapore became the first country to achieve full certification for Airbus’s Automatic Air-to-Air Refuelling (A3R) boom operations in both day and night conditions. Shortly after, on March 4, 2026, the EDA selected Airbus Helicopters subsidiary Survey Copter for the €1.1 million Multi Mission Unmanned Aircraft System (M2UAS) project. That contract focuses on developing a hybrid uncrewed aircraft based on the Capa-X drone, which will also be designed to accept automated in-flight refueling.

Strategic implications for European air combat

Automating air-to-air refueling for uncrewed systems is considered a mandatory capability for next-generation air combat systems. Extending the range and loiter time of uncrewed aerial vehicles without requiring human pilot intervention allows air forces to project power further and maintain persistent surveillance or strike capabilities.

Spain has positioned itself as a primary driver of this technology within Europe. The Spanish Ministry of Defence has identified air-to-air refueling as a priority within its Defence Technology and Innovation Strategy (ETID 2026), aiming to establish the country as a global leader in the sector. The Airbus A330 MRTT, which serves as the baseline tanker for these tests, has secured orders from 14 countries, cementing its position as the primary aerial refueling platform for European and allied nations.

AirPro News analysis

The transition from automated boom refueling for crewed aircraft to autonomous hose-and-drogue refueling for uncrewed systems represents a massive leap in aerodynamic and computational complexity. While rigid booms can be actively steered by a boom operator into a receiver’s receptacle, hose-and-drogue systems require the receiver aircraft to do the maneuvering. For a drone, this means processing complex wake turbulence and drogue movement in real time without human depth perception or intuition.

If the EDA consortium can successfully demonstrate multi-drone refueling from a single A330 MRTT, it will fundamentally alter the operational calculus for future European combat air systems. The ability to refuel uncrewed assets mid-air will allow loyal wingmen and autonomous combat vehicles to match the range and endurance of their crewed counterparts, removing a significant logistical bottleneck in future air combat planning.

The New Zealand Government has finalized a $1.648 billion NZD agreement with the United States to acquire five Sikorsky MH-60R Seahawk maritime helicopters, replacing its aging fleet of Kaman SH-2G(I) Super Seasprites.

Announced by the New Zealand Ministry of Defence on 16 October 2026, the Foreign Military Sales (FMS) contract includes the aircraft, associated weapons systems, and spares, with deliveries scheduled to begin in 2030. The procurement also allocates $110 million NZD in average annual operating funding over the next decade.

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Enhancing maritime capabilities and interoperability

The new helicopters will be housed at RNZAF Base Auckland in Whenuapai and deployed on Royal New Zealand Navy (RNZN) frigates. As a joint asset of the New Zealand Defence Force (NZDF), the aircraft will be flown by RNZN aircrew and maintained by the Royal New Zealand Air Force (RNZAF) No. 6 Squadron.

In its official statement, the Ministry of Defence noted that the MH-60R Seahawks will provide essential capabilities including anti-surface and underwater warfare, search and rescue, and maritime counter-terrorism support. The Ministry highlighted that the new aircraft are faster and offer greater range than the outgoing fleet, increasing the surveillance and defensive reach of New Zealand’s naval vessels.

The MH-60R Seahawk features a maximum speed of 180 knots and a range of 520 nautical miles. Operated by a crew of three, the helicopter supports a cargo capacity exceeding 1,500 kilograms in utility mode. The procurement package includes Mk 54 anti-submarine torpedoes, AGM-114 Hellfire air-to-surface missiles, and the Advanced Precision Kill Weapon System (APKWS).

Fleet modernization under the Defence Capability Plan

The finalization of the purchase agreement follows an initial announcement on 21 August 2025, when Defence Minister Judith Collins and Foreign Affairs Minister Winston Peters outlined a $2.7 billion NZD investment under the Defence Capability Plan. That initiative identified the MH-60R as the preferred replacement for the maritime helicopter fleet and selected the Airbus A321XLR to replace the RNZAF Boeing 757 transport aircraft.

New Zealand currently operates eight Kaman SH-2G(I) Super Seasprites from its Anzac-class frigates and offshore patrol vessels. The transition to the Sikorsky platform aligns New Zealand with a broad coalition of allied operators. Manufactured by Lockheed Martin subsidiary Sikorsky Aircraft Corporation, the MH-60R serves as the primary maritime helicopter for the United States Navy, the Royal Australian Navy, and several other nations including Denmark, India, South Korea, and Spain.

Following the commencement of deliveries in 2030, the Ministry of Defence expects to make further investment decisions regarding infrastructure upgrades, training systems, and complementary uncrewed aerial systems to support the new fleet.

AirPro News analysis

We note that the decision to replace eight Super Seasprites with five MH-60R Seahawks represents a consolidation in raw airframe numbers, offset by the Seahawk’s extended range, higher speed, and advanced sensor suite. By selecting the MH-60R, New Zealand prioritizes seamless integration with the Royal Australian Navy and the United States Navy over maintaining a larger, bespoke fleet, reflecting a broader strategic alignment in the Indo-Pacific region.

Lockheed Martin Corporation delivered the first C-130J-30 Super Hercules destined for the U.S. Navy’s Take Charge and Move Out (TACAMO) mission on October 15, 2026. The handover marks the physical start of a major recapitalization of the nation’s airborne nuclear command-and-control fleet.

Announced in an October 16, 2026 press release, the delivery at the manufacturer’s Marietta, Georgia, facility initiates the transition from the legacy Boeing E-6B Mercury to the new E-130J Phoenix II. The platform will provide a survivable communications link connecting the National Command Authority with the United States’ nuclear ballistic missile submarines.

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Transitioning to the E-130J Phoenix II

The delivered aircraft is the first of three C-130J-30 airframes initially procured by the U.S. Navy in September 2024. The airframe rolled out of the Lockheed Martin factory in September 2025 before completing final preparations for the October 15, 2026 handover.

Trish Pagan, Vice President of Air Mobility & Maritime Missions at Lockheed Martin, stated in the press release that the delivery represents a historic milestone for the strategic communications network.

“The C-130J-30 Super Hercules continues to evolve and adapt to the needs of our customers, carrying the proven reliability of its lineage while transforming into a new, strategic mission set,” Pagan said.

The U.S. Navy officially announced the E-130J designation for the TACAMO recapitalization program, formerly known as E-XX, on October 21, 2024. The service subsequently announced the popular name “Phoenix II” on August 7, 2025.

Capt. Roger Davis, Program Manager for the Airborne Strategic Command, Control and Communications program office (PMA-271), emphasized the strategic importance of the new platform during the delivery announcement.

“Today’s delivery from the historic Marietta line represents far more than a new airframe; it marks the foundation of our future strategic deterrence posture,” Davis said. “Through our close partnership with Lockheed Martin and our industry team, we are ensuring our nation maintains an unshakeable communications lifeline to our ballistic missile submarine fleet.”

Mission systems integration and next steps

Following the delivery from Lockheed Martin, the C-130J-30 airframe will transition to Northrop Grumman Corporation for extensive modifications. The U.S. Navy awarded Northrop Grumman a $3.5 billion contract for E-130J mission-systems integration on December 18, 2024.

The integration process will transform the tactical airlifter into a strategic command-and-control node. A critical component of this transformation involves the installation of Very Low Frequency (VLF) communications systems provided by Collins Aerospace. These VLF systems are required to penetrate ocean depths and communicate with submerged ballistic missile submarines.

The aircraft must complete this mission-systems integration phase before it can begin ground and flight testing for the TACAMO mission.

Recapitalizing the TACAMO fleet

The E-130J program represents a significant expansion and modernization of the U.S. strategic deterrence infrastructure. The TACAMO mission was originally performed by the legacy EC-130Q Hercules from 1963 to 1993. This historical connection inspired the “Phoenix II” moniker for the new E-130J.

The Boeing Company subsequently took over the mission profile with the 707-based E-6 Mercury. The U.S. Navy accepted the first E-6A Mercury in August 1989 and the upgraded E-6B variant in December 1997.

As the current fleet of 16 E-6B Mercury aircraft ages, the U.S. Navy selected the stretched C-130J-30 Super Hercules as the base platform for its replacement. According to an April 21, 2026 Pentagon acquisition report, the planned E-130J fleet will consist of 31 aircraft, including six pre-production examples. The program acquisition unit cost, including research and development, is estimated at $732.8 million per aircraft.

AirPro News analysis

The shift from a Boeing 707-based platform back to a turboprop airframe represents a fundamental change in the operational profile of the TACAMO mission. While the E-6B Mercury offered jet speeds and high-altitude loitering capabilities, the E-130J Phoenix II prioritizes austere runway access, lower operating costs, and the supply chain stability of an active production line. We view the near-doubling of the fleet size from 16 to 31 aircraft as a clear indicator of the U.S. Navy’s intent to increase continuous airborne alert capabilities. A larger fleet of turboprop aircraft will allow the service to disperse its strategic communications nodes across a wider range of operating bases, complicating adversary targeting and enhancing overall survivability.