Defense & Military
F35 Crash at Eielson AFB Due to Frozen Hydraulic Fluid Causes $196 Million Loss
An F-35A crash at Eielson AFB caused by frozen hydraulic fluid highlights maintenance and reliability issues in extreme cold climates.
On January 28, 2025, a U.S. Air Force F-35A Lightning II crashed at Eielson Air Force Base in Alaska, marking a significant event in military aviation due to a combination of technical, procedural, and environmental failures. This incident resulted in the loss of an aircraft valued at $196.5 million and has since prompted a comprehensive investigation into the vulnerabilities of advanced fighter jets operating in extreme cold climates. The mishap not only highlighted the challenges posed by Arctic conditions but also exposed broader issues with maintenance protocols and the reliability of the F-35 fleet.
The crash, which was captured on video and widely reported, involved a cascade of failures beginning with water-contaminated hydraulic fluid freezing in the aircraft’s landing gear system. This led the flight control system to misinterpret the aircraft’s status, ultimately resulting in an uncontrollable situation. While the pilot safely ejected and survived with minor injuries, the event has sparked discussions about the readiness of the F-35 program for operations in harsh environments, as well as the importance of rigorous maintenance and decision-making processes.
The day of the accident began with routine air-to-air combat training for four F-35s from the 355th Fighter Squadron. The temperature in Fairbanks, Alaska, was close to zero degrees Fahrenheit, a critical factor in the subsequent mechanical failure. The aircraft involved was piloted by an experienced aviator with over 2,200 hours of flight experience, including substantial time on both the A-10 and F-35 platforms.
The mission’s first sign of trouble emerged after an extended period on the ground, during which the aircraft’s hydraulic fluid, already contaminated with water, had time to freeze within the nose landing gear system. After takeoff, the pilot noticed the nose gear would not retract. Attempts to extend the gear revealed it was stuck at an unsafe angle, making a normal landing impossible and eliminating the option of using Eielson’s arresting barrier system.
The pilot, accompanied by his wingman, entered a holding pattern while ground crews and Manufacturers and Lockheed Martin engineers joined a 50-minute conference call to troubleshoot the issue. The consensus was to attempt touch-and-go landings to realign the nose wheel. The first attempt failed; the second, conducted at higher speed, resulted in ice buildup spreading to both main landing gear struts. This triggered a catastrophic flight control failure, as sensors incorrectly indicated the aircraft was on the ground, causing the jet to enter an uncontrollable mode and forcing the pilot to eject.
The F-35 employs advanced automated flight control systems with multiple modes, including those for takeoff, landing, and ground operations. These modes rely on the Weight on Wheels (WoW) sensors, mechanical switches that detect the compression of landing gear struts to determine whether the aircraft is airborne or on the ground.
In this incident, the freezing of water-contaminated hydraulic fluid prevented the landing gear from fully extending, causing the WoW sensors to falsely register that the aircraft was grounded. As a result, the flight control system switched to “on ground” mode while the aircraft was still airborne at over 250 miles per hour and 372 feet above the runway. This mode, intended for taxiing and ground handling, rendered the jet uncontrollable in flight.
Lockheed Martin had previously identified risks associated with WoW sensor malfunctions, especially in cold weather. Maintenance bulletins had warned that unresolved WoW faults could lead to erratic flying qualities and controllability issues. However, these warnings were not fully integrated into the emergency decision-making process during the incident. “Not acting on a WoW switch fault could result in WoW switches faulting on a future flight which can cause erratic flying qualities making it difficult for the pilot to maintain control of the aircraft.”
— Lockheed Martin newsletter, April 2024
The investigation found that the root cause of the failure was water-contaminated hydraulic fluid, estimated at around 30 percent, well above acceptable levels. This contamination likely occurred due to improper storage and handling of hydraulic fluid barrels, which had been exposed to humid conditions during deployments and were inadequately tracked and supervised.
The 355th Fighter Generation Squadron lacked a dedicated hazardous materials manager, and critical documentation was missing or incomplete. Maintenance personnel used a hand cart instead of a nitrogen servicing cart and failed to flush lines properly, further increasing the risk of contamination. Both the barrel and servicing cart used for the mishap aircraft tested at more than double the acceptable particulate limits.
Alarmingly, a nearly identical hydraulic system problem occurred on another F-35 at Eielson just nine days later. In that case, the pilot landed safely, but the recurrence underscored systemic issues in maintenance discipline and procedural compliance.
The Eielson crash is the 15th recorded F-35 incident since the aircraft’s introduction. The F-35 program, initiated in 1995, has delivered nearly 1,100 aircraft globally but has faced a series of setbacks ranging from engine fires to system malfunctions and pilot disorientation events.
According to the Director of Operational Test and Evaluation, the F-35 fleet’s availability rate stands at 51 percent, significantly below the target of 65 percent. This rate has declined since 2021, reflecting ongoing reliability and maintenance challenges. The F-35A variant achieves only 10.5 mean flight hours between critical failures, compared to the required 20 hours, and repair times for mission-critical failures routinely exceed operational requirements.
The Government Accountability Office has highlighted persistent supply chain issues and maintenance delays, with up to 27 percent of the fleet grounded due to supply problems and an additional 15 percent down for maintenance as of September 2023. These challenges have prompted congressional scrutiny and ongoing efforts to improve mission capability rates.
“The operational suitability of the F-35 fleet remains below service expectations and requirements.”
— Director of Operational Test and Evaluation, 2023 Annual Report The loss of the F-35A at Eielson represents a direct financial hit of $196.5 million, making it one of the most expensive single-aircraft losses in Air Force history. This figure covers only the replacement cost of the jet and does not account for investigation, cleanup, or operational disruption expenses.
The F-35 program is the most expensive weapons system in U.S. history, with a projected lifetime cost exceeding $1.7 trillion. Each aircraft loss reduces the return on this massive investment and impacts fleet readiness, training, and support infrastructure.
The incident also necessitated a fleet-wide review of hydraulic fluid handling and maintenance practices, adding indirect costs related to corrective actions and operational delays. The recurrence of similar problems in other aircraft suggests that the financial impact of maintenance failures could be far-reaching.
The Eielson crash underscores the unique challenges of operating advanced Military-Aircraft in Arctic environments. Extreme cold can compromise systems that function reliably in milder climates, as evidenced by the F-35’s hydraulic and sensor failures in Alaska. Previous incidents at Eielson have also involved cold-induced battery heating problems and false alarm triggers.
As geopolitical competition intensifies in the Arctic, reliable air power is crucial for U.S. strategy. Eielson AFB is a key hub for projecting force in the region, and any vulnerability in its F-35 fleet could have strategic consequences. The incident has prompted a reassessment of maintenance procedures, storage protocols, and cold-weather adaptations for F-35 operations.
Allied nations operating F-35s in similar climates, such as Norway, are likely to review their own practices in light of the Eielson findings. Norway, for instance, has equipped its F-35s with drag chutes for icy runways, a modification not present on U.S. models. The lessons from Eielson may drive further modifications and procedural changes across the global F-35 community.
The 50-minute conference call between the pilot, ground crew, and Lockheed Martin engineers was both a testament to real-time technical collaboration and a case study in decision-making under pressure. While the team made a good-faith effort to resolve the emergency, the chosen course of repeated touch-and-go attempts failed to account for the risks of cascading sensor failures.
Lockheed Martin’s prior guidance on WoW sensor risks was available to the engineering team but was not fully integrated into the crisis response. The investigation concluded that a planned full-stop landing or controlled ejection might have prevented the loss, had the broader risks been considered. The incident highlights the need for comprehensive emergency procedures that address the complex interactions between mechanical, environmental, and software systems in highly automated aircraft like the F-35. The recurrence of similar hydraulic problems shortly after the crash suggests that systemic improvements in maintenance discipline and decision-making protocols are urgently needed.
The Eielson F-35 crash was the result of a preventable chain of failures, from maintenance lapses and environmental challenges to system design vulnerabilities. The event exposed critical weaknesses in both the aircraft’s technical systems and the organizational processes meant to safeguard them. While the pilot survived, the loss of a $196.5 million asset and the subsequent revelations about fleet-wide maintenance discipline have prompted a reevaluation of F-35 readiness for Arctic operations.
Moving forward, the Air Force and its partners must implement lessons learned from this incident, including improved maintenance protocols, enhanced training, and revised emergency procedures tailored to the realities of extreme environments. As the F-35 continues to serve as a cornerstone of U.S. and allied air power, ensuring its reliability under all operational conditions is both a matter of financial responsibility and national security.
What caused the F-35 crash at Eielson Air Force Base? How much did the incident cost? Are there broader issues with F-35 reliability? What changes are being considered after the crash? Have similar incidents occurred elsewhere?
Frozen Landing Gear Malfunction Leads to $196.5 Million F-35 Lightning II Loss at Eielson Air Force Base
Incident Overview and Timeline
Technical Analysis: Flight Control System and Sensor Failures
Maintenance and Procedural Breakdown
Historical Context and Fleet Reliability
Financial Impact and Cost Analysis
Broader Implications for Arctic Operations
Lessons Learned and Decision-Making Analysis
Conclusion
FAQ
The crash was caused by water-contaminated hydraulic fluid freezing in the landing gear system, which led to sensor failures and the flight control system incorrectly switching to ground mode while airborne.
The direct loss was $196.5 million for the destroyed aircraft, not including investigation, cleanup, or operational disruption costs.
Yes. The F-35 fleet has experienced recurring reliability and maintenance challenges, with only 51% of aircraft available for operations compared to a 65% target.
The Air Force is reviewing maintenance protocols, storage procedures, and emergency decision-making processes, especially for operations in extreme cold climates.
Yes. Another F-35 at Eielson experienced similar hydraulic issues just nine days later, though it landed safely. Other cold weather-related failures have also been reported in Alaska.Sources
Photo Credit: Alaska Public Media
Defense & Military
Airbus Helicopters Advances Dual-Use H140 for Hybrid Warfare and HEMS
Airbus Helicopters unveils the H140, a dual-use rotorcraft designed for hybrid warfare and emergency medical services, entering service in 2028.
On March 23, 2026, Airbus Helicopters outlined a significant shift in its design and manufacturing philosophy, driven by an increasingly unpredictable global threat landscape. As natural disasters multiply and the lines between civil and military operations blur into “hybrid warfare,” the aerospace manufacturer is moving away from simply upgrading individual aircraft. Instead, the company is focusing on delivering holistic, dual-use systems capable of adapting to rapidly changing mission requirements.
According to the official Airbus publication, this strategic pivot is heavily informed by direct operator feedback. By integrating end-users into the conceptualization phase, Airbus aims to ensure its next generation of rotorcraft, most notably the upcoming H140, is mission-capable from day one. The company emphasizes that modern operators require assets that can seamlessly transition between saving lives during climate crises and operating in contested geopolitical environments.
The traditional divide between peacetime civil operations and wartime military deployments has become highly porous. William Sampson, Vice President and Head of Market Operations at Airbus Helicopters, highlighted this “grey space” in the company’s recent release. Sampson, who assumed his role in 2025 following a decade-long diplomatic career with the UK’s Foreign & Commonwealth Office focusing on counter-terrorism, brings a unique geopolitical perspective to the manufacturer’s strategy.
To meet these unpredictable challenges, Airbus is prioritizing modularity and standardization across its fleet. By continuously improving Avionics and reducing pilot workload, crews can focus entirely on complex missions rather than the mechanics of flying.
“We design and deliver aircraft which can work as a system to meet your needs, rather than individual platforms.”
Sampson further noted in the Airbus release that the current global environment requires deep collaboration between Manufacturers, authorities, and end-users.
“The world in 2026 is a challenging space for everyone… And it’s our job at Airbus Helicopters to work with both authorities trying to manage this situation and to work with the operators who protect citizens and save lives.”
The prime example of this new philosophy is the Airbus H140. Formally launched on March 11, 2025, at the VERTICON industry show in Dallas, Texas, the H140 is a 3-tonne class light twin-engine Helicopters scheduled to enter service in 2028. Designed to bridge the gap between the existing H135 and H145 models, it was purpose-built primarily for Helicopter Emergency Medical Services (HEMS) in close collaboration with global operators.
According to industry research data detailing the aircraft’s specifications, the H140 incorporates several key engineering innovations designed for high-stakes environments:
Sampson’s assertions regarding the market’s need for adaptable aircraft are supported by a series of major contracts signed around the VERTICON 2026 event. On March 11, 2026, German HEMS operator ADAC Luftrettung signed a strategic long-term framework contract for H135, H140, and H145 helicopters, cementing its role as a launch customer and development partner for the H140.
On the same day, Austria’s ÖAMTC Flugrettung signed a similar framework contract. According to the provided research data, ÖAMTC CEO Marco Trefanitz noted that his organization contributed operational expertise directly into the H140’s design. Additionally, Air Transport Europe, operating in Slovakia and the Czech Republic, announced a contract for one H135 and one H140 for demanding mountainous HEMS operations. In the corporate sector, Airbus Corporate Helicopters (ACH) secured launch customers for the ACH140 variant, including Sweet Helicopters in the US and Columbia Aviation Holding in Brazil, with deliveries expected in 2030.
We observe that Airbus Helicopters is strategically leveraging the demanding requirements of the HEMS sector to stress-test its dual-use philosophy. By focusing on the “grey space” of hybrid warfare and climate response, Airbus is positioning its light-twin fleet not just as transport vehicles, but as integrated survival systems. The emphasis on the H140’s T-tail design, which directly addresses the critical need for enhanced hover performance during rescue missions, demonstrates a tangible link between geopolitical threat assessments and physical engineering. This operator-integrated approach likely reduces long-term development risks by ensuring the final product already has a committed, invested customer base prior to its 2028 Launch into service.
The Airbus H140 is a 3-tonne class light twin-engine helicopter designed primarily for emergency medical services and dual-use operations. It is engineered to bridge the gap between the existing Airbus H135 and H145 models.
The H140 is scheduled to enter commercial service in 2028. Corporate variants, designated as the ACH140, are expected to begin deliveries to launch customers in 2030.
Driven by the rise of hybrid warfare and the increasing frequency of natural disasters, Airbus is designing aircraft that can seamlessly transition between civil and military roles. The goal is to provide adaptable systems that integrate with operator needs, rather than isolated platforms.
Sources: Airbus
The Shift to Systems Over Platforms
Adapting to Hybrid Warfare and Climate Crises
Spotlight on the Airbus H140
Operator-Integrated Design and Technical Innovations
Market Response and Recent Orders
VERTICON 2026 Success
AirPro News analysis
Frequently Asked Questions (FAQ)
What is the Airbus H140?
When will the Airbus H140 enter service?
Why is Airbus shifting to a “systems” design approach?
Photo Credit: Airbus
Defense & Military
Oregon Deploys New Multi-Mission Aircraft to Boost Wildfire Response
Oregon bases a new multi-mission aircraft at Prineville Airport to improve wildfire and emergency response with advanced AI and thermal imaging tech.
This article is based on an official press release from the Oregon Department of Forestry.
The Oregon Department of Forestry (ODF) is significantly upgrading its statewide emergency and wildfire response infrastructure, with the introduction of a new multi-mission aircraft. Designed to track emerging threats and provide critical aerial intelligence, the aircraft represents a major modernization of the state’s aviation program.
According to an official press release from the ODF, the new aircraft will be permanently based at Prineville Airport in central Oregon. This strategic positioning is intended to optimize flight times across the state and place the aircraft closer to regions most vulnerable to severe weather and fire activity.
The deployment of the aircraft is a collaborative effort. State officials emphasize that the platform will serve not just forestry needs, but a broader all-hazards mission, working in tandem with various local, state, and federal partners to protect Oregon communities.
Choosing Prineville Airport as the home base for the new multi-mission aircraft was a calculated operational decision by the ODF. Central Oregon offers a geographic advantage that minimizes transit times to the state’s borders, ensuring rapid deployment when incidents occur.
In the ODF press release, State Aviation Manager Neal Laugle highlighted the logistical benefits of the Prineville location.
“We can easily reach all four corners of the state with relatively short flight times from Prineville,” Laugle stated.
Beyond simple geography, the placement aligns with the state’s historical weather patterns. The aircraft is equipped to closely monitor lightning storm activity, which is a primary catalyst for wildfires in the region.
“Also, lightning storm activity, that the aircraft tracks closely, is typically more frequent in eastern and southern Oregon so it makes operational sense to base it there,” Laugle added in the release.
The new aircraft is expected to be a cornerstone of Oregon’s emergency response system. According to secondary reporting by iHeart, the ODF is investing $13.23 million into this initiative, which includes a Twin Otter airframe to replace the agency’s retiring Partenavia P.68 Observer after more than 30 years of service. The iHeart report notes that $5.4 million of this investment is dedicated to advanced sensing technology, including AI-enabled mapping and high-definition thermal imaging. To maximize the utility of these new technological capabilities, the ODF is ensuring the aircraft serves multiple agencies. Sarah Prout, identified by iHeart as the ODF’s State Aviation Coordinator, emphasized the importance of interagency cooperation in the official release.
The ODF is actively coordinating with the Department of Emergency Management, the Oregon State Fire Marshal, federal partners, and local agencies.
“…to ensure the aircraft is fully integrated into Oregon’s emergency response system,” Prout explained in the company statement.
The acquisition of a dedicated, high-tech multi-mission aircraft underscores a growing trend we are observing among state forestry and fire departments: the shift from purely reactive firefighting to proactive, intelligence-driven aerial monitoring. By integrating AI and thermal imaging into a centralized platform, Oregon is positioning itself to detect ignitions earlier and allocate ground resources more efficiently. Basing the aircraft in Prineville not only cuts down on response times but also ensures the asset is staged where the natural threat of dry lightning is most concentrated.
The new multi-mission aircraft will be based at Prineville Airport in central Oregon, allowing for rapid response times to all corners of the state.
According to ODF State Aviation Manager Neal Laugle, Prineville offers centralized access to the entire state and is closer to eastern and southern Oregon, where lightning storm activity is more frequent.
The aircraft is fully integrated into Oregon’s emergency response system, collaborating with the Oregon Department of Forestry, the Department of Emergency Management, the Oregon State Fire Marshal, federal partners, and local agencies.
Strategic Placement at Prineville Airport
Centralized Response Capabilities
Tracking Lightning and Fire Threats
Advanced Capabilities and Interagency Integration
Upgrading Oregon’s Aerial Fleet
A Unified Emergency Network
AirPro News analysis
Frequently Asked Questions
Where will the new ODF aircraft be based?
Why was Prineville chosen as the base?
What agencies will use the aircraft?
Sources
Photo Credit: Oregon Department of Forestry
Defense & Military
Embraer and Saab Unveil First Gripen E Fighter Produced in Brazil
Embraer and Saab unveiled the first Gripen E fighter jet assembled in Brazil, enhancing local defense manufacturing and fulfilling a 2014 contract.
This article is based on an official press release from Embraer.
On March 25, 2026, Embraer, Saab, and the Brazilian Air Force (FAB) marked a historic milestone in Latin American aerospace by unveiling the first Gripen E fighter jet manufactured on Brazilian soil. The rollout ceremony took place at Embraer’s industrial complex in Gavião Peixoto, São Paulo State, officially introducing the first supersonic fighter aircraft ever produced in the country.
According to the official press release, the event drew high-profile attendees, including Brazilian President Luiz Inácio Lula da Silva, Swedish Ambassador Karin Wallensteen, and top executives from both Embraer and Saab. The presentation of the aircraft highlights a successful technology transfer program and elevates Brazil into a select group of nations capable of manufacturing advanced combat aircraft.
The newly unveiled Gripen E is the result of a deeply integrated Brazilian and international supply chain. Embraer’s Gavião Peixoto facility handles the final assembly, utilizing aerostructures manufactured at Saab’s plant in São Bernardo do Campo. According to Embraer, 14 additional aircraft will be built using this exact production model under the current FAB contract.
Before being handed over to the customer, the newly assembled fighter will undergo rigorous functional and production flight testing. Once cleared, it will join the First Defense Group (1st GDA) stationed at the Anápolis Air Force Base.
Company leadership emphasized the broader implications of the rollout. In the press release, Bosco da Costa Junior, President and CEO of Embraer Defense & Security, highlighted the collaborative effort:
“…it symbolizes the strength of a partnership built on trust, long‑term vision, and true cooperation.”
The foundation for this manufacturing achievement was laid in 2014 when the Brazilian government signed a comprehensive contract with Saab. The agreement covers the development and production of 36 Gripen fighters, specifically 28 single-seat Gripen E models and eight two-seat Gripen F variants.
Deliveries from Sweden began in 2020, and the press release notes that at least 10 aircraft have already been handed over to the Brazilian Air Force. The Gripen fleet is already active; since February, the fighters have been executing Quick Reaction Alert (QRA) missions from the Anápolis Air Force Base to safeguard the airspace over Brazil’s federal district. Micael Johansson, President and CEO of Saab, noted the strategic importance of the local production capability, stating in the release:
“…developing, within Brazil, the capability to produce a high-tech supersonic fighter aircraft – fully capable of executing air superiority missions…”
We view the successful rollout of a domestically assembled Gripen E as a transformative moment for Embraer and the Brazilian defense sector. By proving it can assemble and integrate a sophisticated, network-centric supersonic fighter, Embraer significantly enhances its high-end military manufacturing portfolio. This capability not only fulfills Brazil’s immediate national security and airspace defense needs but also positions the Gavião Peixoto facility as a potential regional export and maintenance hub for South America. As neighboring countries evaluate their aging fighter fleets, we believe Brazil’s proven production line could offer Saab a strategic foothold for future Latin American sales.
Where was the first Brazilian-made Gripen E produced? How many Gripen fighters did Brazil order? How many more Gripens will be built in Brazil?
Production and Strategic Partnership
Details of the Gavião Peixoto Facility
Contract History and Operational Status
The 2014 Agreement
AirPro News analysis
Frequently Asked Questions
The aircraft was assembled at Embraer’s industrial complex in Gavião Peixoto, São Paulo State, using components including aerostructures from Saab’s facility in São Bernardo do Campo.
Under a 2014 contract, the Brazilian government ordered 36 Gripen fighters, comprising 28 single-seat Gripen E jets and 8 two-seat Gripen F jets.
According to the Embraer press release, 14 additional aircraft will be produced at the Gavião Peixoto facility under the current contract.
Sources
Photo Credit: Embraer
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