Defense & Military
US Air Force Begins Flight Testing of Next Gen E4C Nuclear Command Aircraft
Flight testing starts for the US Air Force’s E-4C, a Boeing 747-8 based airborne nuclear command center replacing the E-4B fleet.
The United States Air Force has entered a decisive phase in modernizing its nuclear command and control infrastructure with the launch of flight testing for the E-4C Survivable Airborne Operations Center (SAOC). Announced by Sierra Nevada Corporation in September 2025, this milestone marks the beginning of a comprehensive test campaign for the next-generation “Doomsday” aircraft. The E-4C is set to replace the venerable E-4B Nightwatch fleet, which has served as America’s airborne strategic command post since the 1970s. The program, valued at $13 billion, involves converting Boeing 747-8 aircraft into highly survivable, technologically advanced command centers capable of withstanding nuclear and electromagnetic threats, ensuring the continuity of government and military command in the most extreme scenarios.
The E-4C’s development comes at a time of heightened global tensions and rapid nuclear modernization by potential adversaries. With the delivery of the new fleet scheduled for completion by 2036, the program is a cornerstone of U.S. efforts to sustain credible nuclear deterrence and maintain robust national security capabilities in a rapidly evolving threat environment.
The concept of an airborne command post emerged during the Cold War, reflecting concerns about the vulnerability of ground-based command centers to nuclear attack. The E-4B Nightwatch, based on the Boeing 747-200, entered service in the 1970s, equipped with advanced communications, electromagnetic pulse (EMP) protection, and aerial refueling capabilities. Operated by the 595th Command and Control Group at Offutt Air Force Base, Nebraska, the E-4B has fulfilled both military and governmental continuity roles, including supporting senior defense officials during international travel.
Over time, the limitations of the E-4B became apparent. Aging airframes, complex maintenance, and outdated 1970s-era technology prompted calls for modernization. Efforts to retire the fleet in the 2000s were reversed due to the lack of a viable replacement. By 2019, the Air Force formally launched the SAOC program, recognizing the urgent need for an updated airborne command and control platform.
The E-4B’s operational tempo, keeping one aircraft airborne every 12 hours and another on five-minute alert, demonstrates the critical need for continuous command capability. As the E-4B approaches its operational limits, the transition to the E-4C is seen as essential for maintaining credible deterrence and command continuity.
“The E-4 fleet has provided the backbone of America’s airborne nuclear command and control for more than five decades. As these aircraft reach the end of their serviceable lives, modernization is not just prudent, it’s imperative.”
The E-4C is built on the Boeing 747-8 platform, with Sierra Nevada Corporation acquiring five relatively new aircraft from Korean Air. The 747-8 offers improved fuel efficiency, greater payload, and modern avionics compared to its predecessor. The conversion process involves extensive structural modifications, including the installation of advanced communications antennas, specialized galleys for long-duration missions, and secure mission systems.
A key feature of the E-4C is its hardening against nuclear effects. Lockheed Martin Skunk Works leads the integration of radiation and EMP protection, ensuring the aircraft’s systems remain operational in the aftermath of a nuclear event. The E-4C will also retain its General Electric GEnx-2B engines, with Rolls-Royce supplying auxiliary power and Collins Aerospace providing secure nuclear command, control, and communications (NC3) systems.
The aircraft employs a modular open system architecture, allowing for easier upgrades and integration of future technologies. This approach, combined with a digital design process, provides the Air Force with comprehensive technical data for efficient maintenance and upgrades. The E-4C’s mission suite includes aerial refueling, secure global communications, and the ability to coordinate military and governmental response during national emergencies. The E-4C program brings together a consortium of leading aerospace and defense firms. Collins Aerospace, GE Aerospace, Greenpoint Technologies, and the National Institute for Aviation Research at Wichita State University all contribute specialized expertise. The digital design methodology employed by Sierra Nevada Corporation enables rapid prototyping, risk reduction, and streamlined future modifications.
The acquisition of used 747-8s from Korean Air, valued at approximately $674 million for five aircraft, provided a cost-effective foundation for the program. The relatively young age of these airframes reduces refurbishment risks and supports a more efficient conversion timeline.
The modularity and digital backbone of the E-4C are expected to set new standards for future Military-Aircraft programs, making the platform adaptable to evolving threats and mission requirements.
“A modular, open system architecture ensures that the E-4C will remain relevant and upgradable as technology and threats evolve over the coming decades.”
In April 2024, Sierra Nevada Corporation secured a $13 billion Contracts for the E-4C program, extending through 2036. This fixed-price contract structure was a decisive factor in Boeing’s withdrawal from the competition, as the company sought to avoid further financial risk following overruns on other major programs. The SAOC contract is one of the largest and most complex in the current U.S. defense portfolio.
The program’s industrial footprint is significant, with major investments in facilities at Sierra Nevada’s Aviation Innovation and Technology Center in Dayton, Ohio. The company has constructed a 90,000-square-foot hangar dedicated to the SAOC, with additional facilities under development to support the modification and testing of multiple aircraft simultaneously.
Flight testing began in August 2025, focusing on validating engineering assumptions and establishing a technical baseline before full-scale modifications. This phase, which will continue through 2026, involves both flight and ground tests in Dayton and Wichita. Early risk reduction and validation are central to the program’s strategy, aiming to avoid costly delays and ensure on-time delivery.
The total program cost of $13 billion makes the E-4C one of the most expensive military aircraft initiatives by unit cost. The Air Force’s budget request for 2025 reflects a significant ramp-up in funding, with approximately $1.7 billion programmed, up from $700 million in 2024. Congressional support has been strong, though broader budget negotiations and continuing resolutions pose potential risks.
The program supports a wide network of suppliers and creates hundreds of skilled jobs in aerospace engineering, manufacturing, and systems integration. Investments in new hangars and modification facilities contribute to the long-term health of the U.S. defense industrial base. The fixed-price contract structure transfers significant financial risk to Sierra Nevada Corporation, incentivizing efficiency but also requiring robust risk management practices throughout the program’s lifecycle.
The E-4C will serve as the airborne nerve center for America’s nuclear command, control, and communications (NC3) architecture. Its primary mission is to provide a survivable, mobile command post for the National Command Authority in the event of nuclear war or other catastrophic scenarios. The aircraft’s capabilities are central to the U.S. nuclear deterrence posture, ensuring that command and control can be maintained even if ground-based facilities are destroyed.
The Pentagon has emphasized the strategic importance of maintaining a credible airborne command capability, especially as adversaries like Russia and China modernize their nuclear forces and delivery systems. The Congressional Budget Office estimates that overall NC3 modernization will cost $154 billion through 2034, with the E-4C program as a major component.
The E-4C’s role extends to supporting senior defense officials during peacetime and crisis. When the President travels internationally, an E-4 aircraft typically deploys to a nearby location as a contingency measure. The operational model of continuous readiness, one aircraft airborne, another on high alert, will be maintained with the new fleet.
“Maintaining an airborne command post is critical to ensuring the continuity of government and the credibility of America’s nuclear deterrent, especially in an era of renewed great power competition.”
The E-4C’s development takes place amid rapid nuclear modernization by China and Russia. China’s nuclear warhead inventory grew from 500 to approximately 600 between 2024 and 2025, according to the Stockholm International Peace Research Institute. Russia, meanwhile, maintains the world’s largest stockpile of non-strategic nuclear weapons and has integrated nuclear threats into its conventional military doctrine.
These trends have heightened the importance of survivable NC3 systems for the U.S. and its allies. The E-4C program is closely watched by international partners, as it signals continued American commitment to extended deterrence and alliance security.
The technological innovations pioneered by the E-4C, such as modular architectures, digital design, and advanced hardening, are expected to influence future military and civil aviation programs, strengthening the U.S. defense industrial base.
The E-4C program faces substantial technical and financial challenges. Modifying commercial airliners for extreme survivability, integrating advanced communications, and ensuring compliance with nuclear hardening standards are complex undertakings. The fixed-price contract structure, while controlling government costs, places significant risk on the contractor in the event of unforeseen technical hurdles. Supply chain disruptions and congressional funding delays remain potential risks. However, early investment in facilities, proactive supplier engagement, and a phased testing approach are designed to mitigate these challenges. The transition from the E-4B to the E-4C must be carefully managed to avoid gaps in airborne command capability.
Looking ahead, the E-4C is expected to enter operational service around 2028, with full fleet delivery by 2036. Its modular, digital foundation will allow for ongoing upgrades to meet emerging threats, ensuring the aircraft remains a central pillar of U.S. strategic deterrence for decades.
The initiation of E-4C flight testing marks a defining moment in the modernization of America’s nuclear command and control capabilities. As global security challenges intensify, the U.S. is investing in survivable, technologically advanced systems to ensure the continuity of government and the credibility of its deterrent posture. The E-4C program represents not only a technical achievement but a strategic commitment to national and allied security.
While significant challenges remain, the progress to date demonstrates the feasibility and importance of the program. As the E-4C transitions from development to operational status, it will play a vital role in maintaining global stability and safeguarding the United States against the most severe threats of the 21st century.
What is the E-4C Survivable Airborne Operations Center? Why is the E-4C called the “Doomsday plane”? When will the E-4C enter operational service? Who is building the E-4C? How much does the E-4C program cost?
Flight Testing Commences for America’s Next-Generation Nuclear Command Aircraft: The E-4C Survivable Airborne Operations Center
Background and Historical Context of America’s Airborne Command Centers
Technical Specifications and Advanced Capabilities of the E-4C
Industry Collaboration and Digital Innovation
Program Development, Contracting, and Flight Testing
Financial Structure and Economic Impact
Strategic Role, Nuclear Command Authority, and Global Context
Global Nuclear Modernization and Industry Implications
Challenges, Risks, and Future Outlook
Conclusion
FAQ
The E-4C is a heavily modified Boeing 747-8 designed to serve as the U.S. Air Force’s next-generation airborne nuclear command post, replacing the aging E-4B Nightwatch fleet.
The E-4C is nicknamed the “Doomsday plane” because it is designed to provide survivable command and control capabilities for the U.S. government and military in the event of nuclear war or other catastrophic crises.
Initial operational capability is expected around 2028, with the full fleet scheduled for Delivery by 2036.
Sierra Nevada Corporation leads the program, with major contributions from Collins Aerospace, GE Aerospace, Lockheed Martin Skunk Works, and others.
The total program is valued at $13 billion, making it one of the most expensive military aircraft acquisition efforts on a per-unit basis.
Sources
Photo Credit: SNC
Defense & Military
Lockheed Martin NetSense Uses 5G to Detect Unauthorized Drones
Lockheed Martin’s NetSense prototype uses commercial 5G networks and AI to detect unauthorized drones in complex environments without new hardware.
This article is based on an official press release from Lockheed Martin Corporation.
Lockheed Martin has unveiled a new prototype system that leverages existing commercial 5G cellular networks to detect unauthorized drones. According to an official press release from the company, the technology, dubbed NetSense™, is designed to identify aerial intrusions in crowded and complex environments without the need for traditional radar or camera systems.
As small uncrewed aerial systems (sUAS) become increasingly common in both civilian and conflict zones, detecting them in dense urban settings or near event venues has proven difficult. Lockheed Martin’s approach turns everyday cellular infrastructure into a real-time drone detection layer, offering a novel solution to a growing security challenge.
The rapid development of the NetSense system highlights a shift in defense contracting toward faster, more agile innovation cycles. Built in a matter of months by the company’s 5G.MIL® team, the project demonstrates how commercial technology can be rapidly adapted for critical safety and situational awareness applications.
Cell networks constantly exchange radio frequency (RF) signals with connected devices, creating an invisible field of waves that stretch, compress, and reflect as they interact with the physical environment. When a new object, such as a consumer drone, enters this RF field, it causes observable changes in the signal patterns.
According to the Lockheed Martin release, NetSense utilizes artificial intelligence to interpret these RF disruptions. The system translates the complex data into immediate, actionable cues, allowing users to determine if an object is in the airspace and track its trajectory. Notably, the system successfully detected a small drone that was not connected to the cellular network during a recent demonstration.
To visualize this data, the NetSense team integrated Lockheed Martin’s newly launched STAR.UI™ software. This interface features built-in AI agents that help operators monitor mission-relevant data in real time, serving as the visualization component of the broader STAR.OS™ modular architecture.
The development of NetSense represents a departure from traditional, multi-year defense procurement timelines. Lockheed Martin noted that its 5G.MIL team operated much like a startup, utilizing small teams, rapid iteration, and tight feedback loops to prove the concept quickly. “As a project concept in a new innovative space, we had more questions than answers as we started the project,” said Amir Stephenson, director of 5G.MIL Programs at Lockheed Martin.
Because the system relies on existing 5G towers and off-the-shelf mobile devices acting as receivers, it eliminates the need for specialized hardware or lengthy installation processes. The company emphasized that the technology is designed to maintain the privacy of commercial 5G users while providing an added layer of security.
The potential applications for this technology span multiple sectors. Lockheed Martin highlighted that stadiums could use the system to monitor restricted airspace during major events, while cities and port authorities could track drones navigating between buildings or shipping lanes. Additionally, schools could leverage the network to alert local law enforcement of unexpected drone activity.
The introduction of NetSense underscores a broader industry trend of dual-use technology, where commercial infrastructure is repurposed for defense and security missions. By utilizing the ubiquitous nature of 5G networks, Lockheed Martin is addressing one of the primary limitations of traditional counter-UAS (C-UAS) systems, the high cost and logistical burden of deploying dedicated sensors across vast urban landscapes.
We observe that this “situational awareness as a service” model could significantly lower the barrier to entry for civilian organizations seeking drone detection capabilities. However, the reliance on commercial cellular networks will likely require ongoing collaboration with telecommunications providers to ensure seamless integration and address any potential regulatory or privacy concerns.
NetSense is a prototype drone detection system that uses existing commercial 5G cellular networks and artificial intelligence to identify unauthorized drones in complex environments.
The system monitors the invisible field of radio frequency (RF) waves created by cell networks. When a drone enters the area, it disrupts these waves. NetSense uses AI to interpret these changes and alert operators, even if the drone is not connected to the network.
No. According to Lockheed Martin, the system uses existing 5G towers and off-the-shelf phones as detection receivers, avoiding the need for new sensors or long installation timelines.
How NetSense Turns 5G into a Sensor Network
Rapid Innovation and Real-World Applications
AirPro News analysis
Frequently Asked Questions
What is Lockheed Martin’s NetSense system?
How does the 5G drone detection work?
Does NetSense require new hardware to be installed?
Sources
Photo Credit: Lockheed Martin
Defense & Military
U.S. Army Receives First Autonomous-Ready H-60Mx Black Hawk
The U.S. Army received its first autonomous-ready H-60Mx Black Hawk helicopter featuring Sikorsky’s MATRIX system and fly-by-wire controls at Fort Eustis.
This article is based on an official press release from the U.S. Department of War.
On March 19, 2026, the U.S. Army officially received its first autonomous-ready H-60Mx Black Hawk helicopters at Fort Eustis, Virginia. According to an official press release from the U.S. Department of War, this delivery marks a pivotal milestone in military aviation, introducing an “Optimally Piloted Vehicle” (OPV) capable of operating with or without a human crew onboard.
The handover represents the culmination of more than a decade of research and development. By integrating advanced digital co-pilot systems into a proven airframe, the military aims to reduce pilot workload, enhance safety in degraded environments, and enable remote operations. We at AirPro News recognize this development as a critical step in the Army’s broader restructuring efforts to integrate unmanned and autonomous systems into its active fleet.
The core of the H-60Mx’s new capabilities is the MATRIX™ autonomy system, developed by Sikorsky, a Lockheed Martin company. According to the Department of War’s release, this system functions as a highly advanced digital co-pilot designed to manage complex flight tasks from takeoff to landing.
To accommodate this technology, the helicopter’s traditional mechanical flight controls have been entirely replaced with a modern fly-by-wire electronic system. Army officials note that this upgrade significantly improves the aircraft’s stability and handling, particularly in low-visibility conditions where human pilots might struggle.
The H-60Mx features three distinct operational modes. It can be flown conventionally by onboard pilots, operated remotely from a secure ground station, or programmed to perform missions completely independently without real-time human input.
“After years of successful demonstrations on both commercial and military aircraft, the technology has matured. It is now a reliable system, ready for formal military evaluation.”
The autonomy technology integrated into the H-60Mx originated from the Defense Advanced Research Projects Agency’s (DARPA) Aircrew Labor In-Cockpit Automation System (ALIAS) program. Initiated over ten years ago, the visionary goal of ALIAS was to create a removable automation “kit” for existing aircraft. This kit was designed to reduce the complexity of flying, allowing human crews to focus on higher-level mission management.
Following years of partnerships between Sikorsky and DARPA, including a landmark 2022 demonstration of an optionally-piloted Black Hawk flying without any crew onboard, the system has transitioned from a developmental concept to a field-ready asset. With the delivery of the H-60Mx, the aircraft now serves as the primary testbed for the Army’s Strategic Autonomy Flight Enabler (SAFE) program. The Department of War states that the ultimate goal of the SAFE program is to develop a universal, scalable autonomy kit. This kit is intended to be retrofitted across the Army’s existing fleet of hundreds of Black Hawk helicopters, as well as integrated into future aircraft designs.
By utilizing a retrofit kit approach rather than relying solely on clean-sheet aircraft designs, the Army expects to significantly reduce the time and cost required to field autonomous capabilities across its broader aviation fleet.
“By proving out this technology, the Army aims to unlock a new era of aviation. The delivery of this first [‘optimally’ piloted vehicle] Black Hawk is more than just a hardware handover; it’s a tangible step toward a future where technology and soldiers work together in new and powerful ways to ensure mission success.”
The H-60Mx is currently entering a rigorous testing phase at Fort Eustis. Army test pilots and engineers will evaluate the aircraft’s performance in complex, real-world mission scenarios, testing both its independent and remote-control capabilities. A primary focus of this evaluation will be assessing the system’s effectiveness in low-visibility environments and its overall impact on soldier safety.
Beyond federal military applications, the technology is also being explored for state-level missions. The state of Texas is collaborating on the ALIAS autonomy technology through a multi-year testbed effort sponsored by the Texas A&M University System’s Bush Combat Development Complex. According to project data, this initiative will utilize modified UH-60L helicopters to evaluate the value of autonomous aircraft for wildland firefighting and other critical state emergency responses.
We observe that the introduction of the H-60Mx aligns closely with the U.S. Army’s ongoing, large-scale aviation restructuring. Recent military strategies have emphasized reducing thousands of traditional aviation positions while simultaneously expanding the role of autonomous and unmanned systems. By advancing optionally piloted flight capabilities, the Army is prioritizing mission flexibility and survivability in highly contested environments. Furthermore, the SAFE program’s “kit” strategy represents a highly pragmatic procurement approach, allowing the military to modernize its legacy fleet of Black Hawks cost-effectively while bridging the gap to next-generation vertical lift platforms.
An Optimally Piloted Vehicle, or optionally piloted vehicle, is an aircraft equipped with advanced autonomous systems that allow it to be flown by a traditional human crew onboard, operated remotely from a ground station, or flown completely independently by onboard computers.
The U.S. Army officially received the H-60Mx Black Hawk on March 19, 2026, at Fort Eustis, Virginia.
The Strategic Autonomy Flight Enabler (SAFE) program is a U.S. Army initiative aimed at developing a universal, scalable autonomy kit that can be retrofitted onto existing helicopters, like the Black Hawk, to provide them with autonomous flight capabilities. Sources:
The Technology Behind the H-60Mx Black Hawk
Sikorsky’s MATRIX and Fly-by-Wire Upgrades
From DARPA’s ALIAS to the Army’s SAFE Program
A Decade of Research Culminates
The Strategic Autonomy Flight Enabler (SAFE)
Testing, Evaluation, and Broader Applications
Real-World Scenarios and State Partnerships
AirPro News analysis
Frequently Asked Questions (FAQ)
What is an Optimally Piloted Vehicle (OPV)?
When and where was the first autonomous-ready Black Hawk delivered?
What is the SAFE program?
Photo Credit: U.S. Army Courtesy photo
Defense & Military
Kongsberg Secures NOK 2 Billion Contract Extension for F-35 Components
Kongsberg Defence & Aerospace extends its contract with Lockheed Martin for NOK 2 billion to produce F-35 components through 2030, supporting Norway’s defense industry.
This article is based on an official press release from Kongsberg Defence & Aerospace, supplemented by industry research.
Norwegian defense contractor Kongsberg Defence & Aerospace has secured a major contract extension with U.S. defense prime Lockheed Martin, ensuring its continued participation in the global F-35 Lightning II Joint Strike Fighter program. According to an official company press release dated March 18, 2026, the agreement is valued at approximately NOK 2 billion (roughly $190 million to $209 million) and will extend Kongsberg’s manufacturing deliveries through the year 2030.
The newly announced contract covers production for F-35 Lots 20, 21, and 22. Under the terms of the agreement, Kongsberg will continue to manufacture critical structural components, including aircraft rudders, vertical leading edges, and main landing gear closeout panels. These components are slated to support all three variants of the fifth-generation stealth fighter, the conventional takeoff and landing F-35A, the short takeoff/vertical landing F-35B, and the carrier-based F-35C.
This manufacturing extension highlights the enduring economic benefits of the F-35 program for Norway’s domestic defense industry. Although the Royal Norwegian Air Force completed its own procurement of 52 F-35A fighters in 2025, Kongsberg’s role in the global supply chain remains robust, securing long-term industrial continuity and high-tech manufacturing jobs in the region.
According to the company’s announcement, all parts under this NOK 2 billion contract will be produced at Kongsberg’s advanced manufacturing facilities in Norway, historically centered at the Arsenalet facility in the town of Kongsberg. The continuation of this production line underscores the stringent quality requirements demanded by the F-35 program. Industry research notes that Kongsberg has maintained a strong track record of on-time deliveries, which has been instrumental in securing subsequent production lots.
“The deal underscores Kongsberg’s entrenched position as a highly reliable, zero-defect supplier for one of the world’s most advanced and expensive defense programs,” according to defense industry research summarizing the agreement.
Kongsberg has served as a strategic industrial partner to Lockheed Martin for over a decade, initially supplying composite and titanium parts starting in 2010. The partnership is rooted in the F-35 program’s unique international industrial participation model. When allied nations like Norway partnered in the development and procurement of the aircraft, they were granted industrial offsets. This framework allowed domestic companies to bid for manufacturing contracts within the global supply chain. Over the years, Kongsberg successfully expanded its portfolio, notably adding main landing gear closeout panels to its production line in 2015.
While the manufacturing of new components remains a significant revenue stream, Kongsberg has also heavily invested in the long-term sustainment of the F-35 fleet. In 2025, Norway received the last of its planned 52 F-35A fighters, which are currently stationed at the Ørland and Evenes air bases to serve as a critical component of NATO’s northern border defense. Following the completion of this fleet, Kongsberg shifted focus toward domestic maintenance.
Industry data indicates that in March 2025, Kongsberg signed a 15-year agreement with the Norwegian Defence Materiel Agency to handle the maintenance, upgrades, and modifications of the Norwegian F-35 fleet. Furthermore, in October 2025, Kongsberg Aviation Maintenance Services opened a new 5,000-square-meter F-35 maintenance facility in Rygge, Norway. This facility operates alongside an existing depot for F-135 engines that opened in 2020, allowing Norway to perform heavy maintenance domestically rather than exporting the work. Beyond structural components and maintenance, Kongsberg’s relationship with the F-35 program is deeply tied to the Joint Strike Missile (JSM). Developed specifically by Kongsberg to fit inside the internal weapons bay of the F-35A without compromising the aircraft’s stealth profile, the JSM is a long-range precision strike missile. The successful integration of this weapon system continues to drive further revenue for Kongsberg and enhances the tactical appeal of the F-35 platform for allied nations.
We view this NOK 2 billion contract extension as a textbook example of how initial defense procurement offsets can translate into decades of sustained industrial revenue. With the global F-35 fleet surpassing 1,300 delivered aircraft as of early 2026, the demand for replacement parts, structural components, and heavy maintenance is virtually guaranteed for the next several decades. Kongsberg Gruppen ASA, which recorded total revenues of NOK 58.6 billion in 2025 across its 15,000-employee global workforce, has successfully insulated itself from the typical “boom and bust” cycles of domestic military procurement. By embedding itself into both the manufacturing of Lots 20-22 and the 15-year sustainment tail of the Norwegian fleet, Kongsberg has secured a highly defensible market position within NATO’s premier Military-Aircraft program.
Under the new contract, Kongsberg will manufacture aircraft rudders, vertical leading edges, and main landing gear closeout panels for all three variants of the F-35 (A, B, and C models).
The contract extension with Lockheed Martin is valued at approximately NOK 2 billion, which translates to roughly $190 million to $209 million.
The agreement covers production for F-35 Lots 20, 21, and 22, ensuring manufacturing deliveries from Kongsberg through the year 2030.
Kongsberg Secures NOK 2 Billion Contract Extension for F-35 Components Through 2030
Manufacturing Continuity and Component Details
Scope of the Agreement
A Decade-Long Partnership
Norway’s Expanding Role in the F-35 Ecosystem
Transitioning from Procurement to Sustainment
The Joint Strike Missile (JSM) Integration
AirPro News analysis
Frequently Asked Questions
What components is Kongsberg manufacturing for the F-35?
How much is the contract worth?
When does the contract run through?
Sources
Photo Credit: Kongsberg Defence & Aerospace
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