Defense & Military
Australia Advances Autonomous Air Combat with Ghost Bat and Wedgetail
RAAF and Boeing demonstrate manned-unmanned teaming using AI-controlled drones managed from E-7A aircraft, reshaping modern aerial warfare strategies.
Introduction: A New Era of Aerial Combat
The June 2025 demonstration of the MQ-28A Ghost Bat teaming with the E-7A Wedgetail marks a pivotal moment in the evolution of aerial warfare. This historic event, conducted by the Royal Australian Air Force (RAAF) and Boeing, showcased the first successful airborne control of multiple unmanned combat aerial vehicles (UCAVs) by a single operator aboard an airborne early warning and control (AEW&C) platform. It signals a shift from traditional, pilot-centric air strategies to distributed, autonomous combat systems.
As global powers race to develop loyal wingman programs and sixth-generation airpower capabilities, Australia’s achievement places it at the forefront of autonomous systems integration. The successful demonstration not only validated the operational viability of the MQ-28A Ghost Bat but also redefined the role of the E-7A Wedgetail from a passive surveillance platform to an active battle manager. The implications for air combat doctrine, force structure, and defense economics are profound.
The MQ-28A Ghost Bat: Australia’s Autonomous Vanguard
Origins of the Loyal Wingman Concept
The MQ-28A Ghost Bat originated from the RAAF’s Loyal Wingman, Advanced Development Program (LWADP), launched in 2019 to address the increasing complexity of contested airspaces. As the first combat aircraft designed and manufactured in Australia in over half a century, it reflects a sovereign capability rooted in innovation and urgency. The program aimed to create a force multiplier that could extend the capabilities and survivability of Australia’s existing fighter fleet, including the F-35A Lightning II and EA-18G Growler.
Boeing Australia collaborated with over 35 domestic suppliers to produce a platform comprised of over 70% Australian-made components. Notably, the Ghost Bat features the largest resin-infused composite wing structure in Boeing’s history. The aircraft progressed from concept to first flight in just three years, a testament to the agility of digital engineering and modular design principles.
The Ghost Bat’s development underscores a broader trend in defense procurement: rapid prototyping and fielding of adaptable, mission-configurable platforms. With its modular nose cone and AI-driven autonomy, the MQ-28A can serve in reconnaissance, electronic warfare, or kinetic strike roles, adapting to mission needs in real time.
Design and Technological Innovations
The MQ-28A’s 38-foot fuselage emphasizes stealth through aerodynamic shaping rather than reliance on radar-absorbent coatings. This approach reduces its radar cross-section while maintaining structural integrity and ease of maintenance.
AI autonomy lies at the heart of the Ghost Bat’s capabilities. The platform can independently reroute around threats, prioritize targets, and maintain formation with crewed aircraft, all within predefined parameters to ensure human oversight. With a range of over 2,000 nautical miles and high subsonic speeds, the Ghost Bat is designed to operate deep into contested airspace, providing early warning and strike capabilities ahead of manned assets.
This autonomy is not just a technical feature, it’s a strategic asset. By acting as a forward-deployed sensor, decoy, or weapons carrier, the Ghost Bat reduces risk to human pilots and high-value platforms. Its integration into RAAF operations represents a significant step toward a more resilient, distributed force structure.
“The Ghost Bat turns a single fighter into a fighting team, with sensors that act as hundreds of eyes in the sky.”, RAAF Air Vice-Marshal Robert Denney
The E-7A Wedgetail Demonstration: A Force Multiplier in Practice
Mission Overview and Achievements
The June 2025 demonstration at Woomera Test Range validated the operational concept of a single operator aboard an E-7A Wedgetail controlling multiple MQ-28As. During the trial, two physical Ghost Bats and a third digital twin UAV simulated a coordinated attack on an airborne target. This marked the first time an AEW&C platform actively managed combat UAVs in real-time.
Three core capabilities were proven: interoperability, sensor fusion, and autonomous behavior. The E-7A’s mission systems, enhanced with open-architecture software developed by Boeing Defence Australia, the Defence Science and Technology Group, and the U.S. Air Force Research Laboratory, orchestrated the UAVs without requiring hardware modifications. Ghost Bats relayed multispectral sensor data to the Wedgetail, enabling a unified battlespace picture and real-time decision-making.
Perhaps most notably, the UAVs demonstrated independent evasive maneuvers against simulated surface-to-air missile threats while maintaining formation. This level of autonomy, combined with centralized coordination, reflects a new paradigm in manned-unmanned teaming (MUM-T).
Strategic Advantages and Operational Impact
The integration of MQ-28As with the E-7A Wedgetail provides several strategic advantages. First, the combination of the Wedgetail’s 1,000+ km radar range and the Ghost Bat’s 3,700 km endurance allows for expansive surveillance and engagement capabilities, particularly in maritime regions like the South China Sea. This extended reach enhances Australia’s ability to project power and maintain situational awareness across vast distances.
Second, the use of unmanned systems reduces risk to human operators and high-value assets. The E-7A, with an estimated cost of US$300 million per unit, can remain outside contested zones while Ghost Bats operate in forward areas. This distributed risk model enhances survivability and mission resilience.
Third, the system is inherently scalable. A single E-7A Wedgetail could theoretically manage dozens of Ghost Bats, enabling saturation attacks or persistent surveillance using a distributed network of autonomous nodes. This scalability is critical in future conflict scenarios involving peer or near-peer adversaries with advanced anti-access/area denial (A2/AD) capabilities.
Global Context and Competitive Landscape
International Loyal Wingman Programs
The MQ-28A demonstration places Australia among global leaders in loyal wingman development. In the United States, the Collaborative Combat Aircraft (CCA) program aims to produce UAVs compatible with the F-35 and Next Generation Air Dominance (NGAD) platforms by 2030. The U.S. Air Force has shown interest in the MQ-28A as a testbed and potential risk-reduction platform for CCA.
Other nations are also advancing similar concepts. Turkey’s TAI Anka-3 became the first armed UAV to be controlled by another aircraft in 2024, while China’s AVIC Dark Sword is rumored to feature swarming capabilities for coordinated saturation attacks. These developments underscore a global shift toward AI-enabled, team-based air combat.
What sets the MQ-28A apart is its emphasis on modularity and coalition interoperability. Boeing has framed the Ghost Bat as a blueprint for allied operations, suggesting potential integration with NATO and Indo-Pacific partners. This positions Australia not only as a technology leader but also as a strategic enabler within allied defense networks.
Industrial and Economic Implications
Australia’s investment of A$1.1 billion in the MQ-28A program has yielded significant economic dividends. Manufacturing facilities in Toowoomba and Melbourne have created over 500 high-tech jobs, and the platform’s modular design offers export potential. A 2024 agreement with the U.S. Navy to co-develop the Ghost Bat could further expand its market reach.
However, challenges remain. The MQ-28A’s estimated unit cost of A$45 million (US$30 million) is significantly higher than competitors like the Kratos XQ-58 Valkyrie, which costs around US$3 million. Additionally, export controls under the International Traffic in Arms Regulations (ITAR) may limit sales to non-Five Eyes allies.
Despite these hurdles, the Ghost Bat’s success demonstrates the viability of mid-tier UCAVs as force multipliers. Its development showcases how smaller nations can lead in niche defense technologies through focused investment and public-private collaboration.
Conclusion: The Future of Combat Airpower
The MQ-28A Ghost Bat and E-7A Wedgetail demonstration marks a watershed moment in aerial warfare. By proving the feasibility of manned-unmanned teaming at an operational level, Australia has set a precedent for how air forces can leverage AI, autonomy, and modular design to achieve strategic advantage. The shift from platform-centric to network-centric warfare is no longer theoretical, it’s happening now.
Looking ahead, the integration of Ghost Bats with F-35s, E-7As, and future hypersonic drones could form the backbone of a “combat cloud” capable of overwhelming adversaries through distributed, coordinated action. As geopolitical tensions rise and defense budgets tighten, systems like the MQ-28A offer a scalable, survivable, and cost-effective path forward. The future of air superiority may not lie in a single aircraft, but in the intelligent collaboration of many.
FAQ
What is the MQ-28A Ghost Bat?
The MQ-28A Ghost Bat is an unmanned combat aerial vehicle (UCAV) developed by Boeing Australia for the Royal Australian Air Force. It is designed to operate alongside crewed aircraft as a “loyal wingman.”
What was significant about the June 2025 demonstration?
It was the first time an E-7A Wedgetail AEW&C aircraft successfully controlled multiple Ghost Bats in a simulated combat mission, validating manned-unmanned teaming capabilities.
How does the Ghost Bat enhance Australia’s defense capabilities?
It extends the range, survivability, and flexibility of the RAAF’s airpower by acting as a forward-deployed sensor, decoy, or strike platform, reducing risk to human pilots and high-value assets.
Sources: Boeing Media Room, Defence Science and Technology Group, U.S. Air Force Research Laboratory, Australian Department of Defence, Air Vice-Marshal Robert Denney (RAAF), Boeing Defence Australia
Defense & Military
Fokker Services Named Embraer Service Center for Dutch C-390 Fleet
Embraer has appointed Fokker Services Group to maintain and support the Royal Netherlands Air Force C-390 Millennium fleet.
Embraer has appointed Fokker Services Group as an Authorized Service Center for the C-390 Millennium, giving the independent aerospace services provider the maintenance and support role for the Royal Netherlands Air Force’s new military transport fleet as it enters service.
Embraer announced the appointment in a press release dated November 3, 2026, from Hoofddorp, the Netherlands. According to the release, Fokker Services Group will help bring the Dutch C-390 fleet into operational service and will provide on-site technical and operational assistance, including Field Service Representatives (FSRs), to support a smooth entry into service, high availability and mission readiness. The release does not give the contract’s duration or value.
What the service center role covers
Under the appointment, Fokker Services Group will deliver maintenance and support for the Royal Netherlands Air Force’s C-390 Millennium aircraft. The release focuses on the entry into service phase, with on-site technical and operational assistance that includes Field Service Representatives.
“We are proud to be appointed as an Authorized Service Center for the C-390 Millennium,” said Roland van Dijk, CEO of Fokker Services Group. He said the role recognizes the experience and capabilities of the company’s teams.
“We are pleased to announce this partnership with Fokker Services Group,” said Frederico Lemos, Chief Commercial Officer of Embraer Defense & Security. Lemos said the milestone reflects customer confidence in Embraer and is intended to create long-term value in the Netherlands.
Fokker Services Group operates five facilities across Europe, Asia and the Americas, according to the release. It serves regional, narrow-body and wide-body platforms in the commercial, VIP, cargo and defense markets, with services that include modifications and engineering, component and material services, airframe maintenance, repair and overhaul (MRO) including lease transitions and painting, and aircraft completion and conversion for executive, VVIP and special mission aircraft.
Several details that operators and maintenance shops would look for are not in the release: which Fokker Services Group facility will handle the work, how many Field Service Representatives will be assigned, and when the support begins. The release also does not say whether the appointment extends to the Austrian and Swedish aircraft bought under the Dutch-led contract described below.
Where the Dutch C-390 program stands
The C-390 succeeds the C-130 in the Royal Netherlands Air Force, according to the Dutch Ministry of Defence. In a news release dated November 11, 2025, the ministry said Embraer had started building the first C-390 for the Netherlands. The Netherlands, Austria and Sweden are buying 13 aircraft together: 5 for the Netherlands, 4 for Austria and 4 for Sweden. The Netherlands is the lead nation, and the other participants are joining on the Dutch contract and its conditions.
The ministry said production takes about 2 years. Building the airframe takes 8 months, followed by the installation of systems such as the flight management system and self-protection systems, and Dutch companies in Woensdrecht will complete the aircraft. The first aircraft is expected to be delivered at the end of 2027 and the last in 2029, according to the ministry.
AirPro News has followed the Dutch program as it takes shape, from Embraer’s agreements with Dutch companies to the design review for the aeromedical system and Marshall’s extended C-130H support contract, which covers the current fleet until the C-390 arrives.
The aircraft Fokker will support
Embraer describes the C-390 Millennium as the most modern military transport in its class. According to the manufacturer, it carries 26 tons of payload, which Embraer says is more than other medium-sized military transports, flies at 470 knots and can operate from temporary or unpaved runways.
Embraer lists the aircraft’s missions as cargo and troop transport, airdrops, medical evacuation, search and rescue, firefighting and humanitarian work. When fitted with quick-installation air-to-air refueling (AAR) equipment, it can act as a tanker or as a receiver, according to the release.
Embraer, headquartered in Brazil and founded in 1969, has Commercial and Executive aviation, Defense & Security, and Agricultural Aviation businesses. The company says it has delivered more than 9,000 aircraft.
Military Technology
Airbus A320 ATRA With Eurofighter Nose Begins E-Scan Radar Testing
The DLR-owned Airbus A320 ATRA completed commissioning flights in Manching and is now the flying test bed for the Eurofighter E-Scan radar.
The Airbus A320 ATRA fitted with a Eurofighter nose has completed its commissioning flights at the Airbus site in Manching, Germany, and is now operational as the flying test bed for the Eurofighter’s new E-Scan radar. Airbus said on November 6, 2026, that the commissioning flights were the final step in the validation phase.
The aircraft, owned by the German Aerospace Center (DLR), carries the Eurofighter Common Radar System Mk1 that will equip new Eurofighters for Germany and Spain. Testing the radar on an airliner instead of a fighter lets engineers watch the hardware and software in real time from workstations in the cabin, and Airbus said in January 2025 that the A320 has a shorter clearance process and longer endurance than a Eurofighter.
Which Eurofighters get the radar
“The upcoming Eurofighters of the German Quadriga and Tranche 5 as well as the Spanish Halcón programmes will be equipped with a new radar called the Eurofighter Common Radar System Mk1,” said Erik Lorch, Head of the E-Scan Mk1 Programme at Airbus. Airbus said the current focus is on equipping these jets, with retrofits of Eurofighters already in service also planned.
The radar is an active electronically scanned array (AESA), also known as E-Scan. “This radar greatly enhances the capabilities of the Eurofighter in both air-to-air and air-to-ground operations,” Lorch said.
Radar maker HENSOLDT, which developed the ECRS Mk1 with Indra, said in October 2025 that about 200 of the radars will be delivered to the German and Spanish Air Forces in total. HENSOLDT announced at the time that NETMA and Eurofighter Jagdflugzeug GmbH had signed a contract for 20 new Eurofighter Tranche 5 aircraft for the German Air Force, which will carry the radar as the Quadriga fleet already does. AirPro News has reported on the German order for 20 new Eurofighters.
How the A320 was converted
To carry the Eurofighter nose, the A320 fuselage was reinforced and hundreds of metres of data cables were laid, according to Airbus. A liquid and air cooling system was installed to regulate the temperature of the radar, and the cabin holds several workstations where specialists see everything the radar provides to the pilot as well as a full view of what is happening under the nose.
“It is a distinguished platform that has already spent years flying as a research aircraft,” said Sebastian Ritz, who leads the A320 Flying Test Bed Programme at Airbus Defence and Space. “We can monitor how the hardware performs and also test new software versions or features,” he said. “The insights we generate will inform and accelerate the maturation and further development of the system.”
The modified aircraft first flew on January 21, 2025, over DLR’s airfield in Braunschweig, Germany. In its story on that flight, Airbus said the nose had been developed and assembled specifically for the test aircraft by its engineers in Manching. Engineers and mechanics from Airbus Defence and Space and Airbus Commercial Aircraft designed the new front section and reinforced the airframe, and all modifications followed the procedures of the type-certification holder, Airbus Commercial Aircraft in Toulouse. That first flight with the Eurofighter nose was made without an active radar, to test basic airworthiness.
Why test a fighter radar on an airliner
Airbus E-Scan radar project manager Thomas Hirsch said in January 2025 that the aircraft was being operated with DLR and the German Armed Forces “to test a new radar for the Eurofighter and bring it to maturity.” He added: “The A320 ATRA has a significantly shorter clearance process and can stay in the air longer than a Eurofighter.” Airbus said airborne testing on an A320 starts earlier, runs faster and lasts longer than it would on a Eurofighter, which significantly speeds up radar development.
After the first flight, the radar went through extensive ground tests before the commissioning flights. “During the recent commissioning flights, we confirmed that the aircraft and the radar also perform effectively in the air,” Ritz said. “This was the final step in the validation phase, and the E-Scan Mk1 flying test bed is now operational.”
Airbus said the A320 ATRA, short for Advanced Technology Research Aircraft, will now become a regular presence on the flight line at Manching as development of the Eurofighter’s E-Scan radar continues. The company has not published a schedule for the remaining test flights.
Defense & Military
US Air Force Completes Final T-7A Red Hawk Escape System Sled Test
The final T-7A Red Hawk escape system sled test simulated an ejection at 550 knots at Holloman, moving the trainer toward final qualification.
The U.S. Air Force has completed the final high-speed sled test of the Boeing T-7A Red Hawk escape system, a simulated ejection at 550 knots effective airspeed that tested a redesigned canopy fracturing pattern and a modernized ejection seat sequencer. The run closes the program’s sled test matrix and moves the trainer toward final qualification of its escape system.
The Air Force Life Cycle Management Center (AFLCMC) said in an article published on November 4, 2026, that the T-7 Program Office had executed the test. The 846th Test Squadron conducted the test at the Holloman High Speed Test Track at Holloman Air Force Base, New Mexico, on October 7, 2026. AFLCMC called the test a critical milestone in certifying the trainer’s aircrew safety systems.
What the final sled test checked
The primary objective was to validate two safety enhancements: a redesigned canopy fracturing system pattern and a modernized ejection seat sequencer, according to AFLCMC. The test used an anthropomorphic test device representing the lightest occupant in the pilot candidate spectrum, which the Air Force said is meant to ensure that the escape system protects the full range of future aviators.
An initial review of high-speed video indicated that the modernized seat sequencer functioned as designed, deploying the stabilizing drogue parachute for an extended duration. AFLCMC said this deployment timing stabilizes the seat during separation, significantly lowering peak loads on the neck and spine and giving a smoother descent. Seat trajectory, acceleration and biometric sensor data remain under formal engineering analysis, so the result is not yet a final qualification.
“Completing this final sled test represents a major achievement in our rigorous qualification process.”
That was Col. Robert Volesky, AFLCMC’s T-7A System Program Manager. “Aircrew safety is our highest priority,” he said. AFLCMC said the event caps a comprehensive test matrix of static and dynamic sled runs, paving the way toward final qualification of the escape system and supporting future production aircraft deliveries.
How the escape system reached this point
The October run follows an earlier high-speed test of the redesigned canopy and seat sequencer. In an article published on May 2, 2025, AFLCMC said the 846th Test Squadron at Holloman ran a high-speed test of the new escape system on April 16, 2025, at 450 knots effective airspeed (KEAS), and that the system met all test objectives.
That test focused on a redesigned canopy ejection system and a new seat sequencer. According to the 2025 article, the redesigned canopy is meant to break apart in a safer pattern and protected the test mannequins from shattered glass, while the modernized sequencer deployed the stabilizing parachute for a longer duration to reduce the risk of neck and spine injury. Initial results then showed the system protected both lighter-weight and heavier-weight mannequins. AFLCMC said at the time that another test was scheduled for August.
Compared with the April 2025 run, the final test was conducted at 550 knots rather than 450 knots effective airspeed, with a test device representing the lightest occupant in the pilot candidate range, according to the two AFLCMC articles.
Production and what comes next
The escape system work runs alongside the move into production. On May 4, 2026, Boeing said the U.S. Air Force had announced that the T-7A reached Milestone C in its development life cycle, which allows the program to proceed to low-rate initial production of aircraft for instructor and student training. “Milestone C positions us to start low-rate initial production this year,” said Andy Adams, vice president and program manager of Boeing T-7 Programs.
In 2018, the Air Force awarded Boeing a $9.2 billion contract for 351 T-7A advanced trainers, 46 simulators and support, according to Boeing, which builds the aircraft at its St. Louis, Missouri site. The T-7A replaces the T-38 trainer, which Boeing said has been in service since the 1960s. AFLCMC said the Red Hawk is designed to train pilots and weapon systems officers for 4th, 5th and emerging 6th-generation fighters and bombers, working with an advanced Ground Based Training System.
The next step named by AFLCMC is final qualification of the escape system, once the engineering analysis of the October data is complete. The Air Force did not give a date for that qualification or for the first production deliveries.
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