Defense & Military
NAVAIR V-22 Review Highlights 32 Fixes and Safety Risks
NAVAIR’s review finds rising safety risks in V-22 program, mandates 32 fixes including triple-melt steel gearboxes by 2026 for full flight operations.
NAVAIR V-22 Review: “Cumulative Risk” Warning and 32 Mandatory Fixes
Naval Air Systems Command (NAVAIR) released the findings of its comprehensive review of the V-22 Osprey program on December 12, 2025. While the report reaffirmed the platform’s airworthiness under current strict operational controls, it delivered a stark assessment of the fleet’s safety culture, identifying a “cumulative risk posture” that has grown unchecked since the Military-Aircraft was first fielded.
The review, which covers variants flown by the Air Force (CV-22), Marine Corps (MV-22), and Navy (CMV-22), was triggered by a series of mishaps, including the catastrophic November 2023 crash of an Air-Forces CV-22B off the coast of Japan that resulted in the deaths of eight airmen. According to the findings, the program must implement 32 distinct recommendations to address systemic failures in safety, maintenance, and supply chain management.
Systemic Issues and “Cumulative Risk”
The core finding of the NAVAIR report is that safety risks within the V-22 program have been allowed to accumulate rather than diminish over time. In mature aircraft programs, risk profiles typically decrease as the platform ages and operators gain experience. However, the review concludes that the V-22’s risk profile has increased.
Data released in the report highlights a significant disparity in how quickly the V-22 program addresses critical issues compared to other naval aviation platforms:
- Resolution Time: Critical safety and technical issues on the V-22 have gone unresolved for an average of 10 years.
- Comparison: The average time to resolve similar risks in other naval aviation platforms is approximately six years.
- Risk Ranking: The V-22 currently holds the second-highest number of “catastrophic” risk factors across all Naval Aviation platforms.
The review suggests that these delays were exacerbated by “siloed operations,” criticizing the lack of coordination between the Navy, Marine Corps, and Air Force. Differing safety standards and maintenance procedures among the services contributed to a fragmented approach to fleet safety.
Material Failure Confirmed
The report definitively confirmed the cause of the November 2023 crash. Investigators identified a material failure in the proprotor gearbox (PRGB). Specifically, “inclusions”, impurities in the steel alloy gears, led to cracking and eventual failure of the component. This finding validates earlier concerns regarding the quality control of critical drive system components.
Technical Overhaul and “Triple-Melt” Steel
To address the material failures identified in the gearbox, the program is undertaking a significant Manufacturing shift. According to the review, the program is transitioning to a “triple-melt” (VIM-VAR-VAR) forging process for critical gear components.
This advanced manufacturing technique is designed to remove impurities from the alloy. NAVAIR estimates that this process will reduce the risk of inclusions by approximately 85% to 90%. The timeline for these technical upgrades is as follows:
- Summer 2025: Depot-level installation of the new “triple-melt” gears is scheduled to begin.
- 2026: Unrestricted flight operations are expected to resume, pending fleet-wide installation.
In addition to the gearbox metallurgy, the program is deploying a redesigned input quill assembly to mitigate “hard clutch engagements,” a historic mechanical issue for the Osprey. The fleet will also see the deployment of the Osprey Drive System Safety and Health Instrumentation (ODSSHI), a network of advanced sensors capable of monitoring vibration and gear health in real-time to alert crews of potential failures.
Operational Status and Restrictions
Despite the technical roadmap, the V-22 fleet remains under significant operational restrictions as of December 12, 2025. While the aircraft is deemed airworthy, the review mandates that flights generally remain within 30 minutes of a suitable divert airfield. This restriction ensures that pilots can land quickly if a mechanical issue arises.
Furthermore, the program has established a strict flight-hour threshold for proprotor gearboxes. Any aircraft exceeding this threshold must undergo rigorous inspections or component replacement before returning to flight.
“When the V-22 Enterprise does not actively manage risks… the risks compound, increasing the likelihood of a catastrophic event.”
— Vice Adm. John E. Dougherty, NAVAIR Commander
Organizational Changes
Beyond technical fixes, the review calls for a restructuring of how the V-22 program is managed. A key recommendation is the establishment of a joint “Readiness and Safety Steering Board.” This body will be responsible for enforcing uniform Standards across the Air Force, Navy, and Marine Corps, reporting annually to top leadership to ensure accountability.
The report also outlines a shift toward a “proactive safety system.” This new approach aims to identify and fix mechanical issues before they lead to mishaps, moving the program away from the reactive posture that characterized the last decade.
AirPro News Analysis
The NAVAIR review represents a pivotal moment for the V-22 Osprey, a platform that has long been defined by its revolutionary tiltrotor capability and its troubled safety record. The admission of a “cumulative risk posture” is significant; it suggests that the bureaucracy surrounding the aircraft became desensitized to warning signs over the last decade.
While the technical solution, “triple-melt” steel, appears robust, the timeline suggests that the V-22 fleet will remain operationally hamstrung for at least another year. The challenge for NAVAIR will not just be manufacturing new gears, but enforcing the cultural changes required to break down the silos between the three services. If the new Safety Steering Board cannot enforce uniform standards, the technical upgrades may only solve part of the equation.
Frequently Asked Questions
- Is the V-22 Osprey currently flying?
- Yes, but with restrictions. As of December 2025, the aircraft is restricted to flying within 30 minutes of a suitable divert airfield.
- What caused the November 2023 crash?
- The review confirmed the crash was caused by a material failure in the proprotor gearbox due to impurities (inclusions) in the steel alloy gears.
- When will the fleet return to full operations?
- Unrestricted flight operations are not expected to resume until 2026, following the installation of upgraded gearbox components.
Sources
Photo Credit: NAVAIR
Defense & Military
Boeing Validates Stealth Performance of MQ-28 Ghost Bat Drone
Boeing confirms the stealth capabilities of its MQ-28 Ghost Bat drone after extensive radar testing, marking a key milestone in its development.
This article is based on an official press release from Boeing.
On June 1, 2026, Boeing announced a major milestone for its uncrewed Collaborative Combat Aircraft (CCA) program, successfully validating the stealth performance of the MQ-28 Ghost Bat. According to an official press release from the aerospace manufacturers, the validation took place at its facilities in Brisbane, Queensland, marking a critical step forward in proving the drone’s survivability in contested airspace.
We at AirPro News recognize this development as a significant indicator of the maturing CCA market. The MQ-28, designed to operate as a “loyal wingman” alongside crewed fighter jets, relies on its low-observable characteristics to perform high-risk missions without endangering human pilots. By confirming its stealth capabilities, Boeing provides military customers with the objective data needed to assess detection risks, support certification decisions, and guide future tactical choices.
Validating the Ghost Bat’s Stealth Capabilities
Radar Cross Section Testing
The recent validation was achieved through comprehensive Radar Cross Section (RCS) testing. According to the company’s announcement, Boeing engineers analyzed the aircraft’s radar detectability from multiple angles inside a specialized test chamber. This rigorous evaluation included measurements across elevation (pitch), azimuth (nose to tail), and roll (rotation around the aircraft).
While specific RCS figures and the radar bands utilized during the testing remain classified, Boeing noted that the confirmed low RCS effectively reduces the distance at which enemy radar systems can detect and engage the MQ-28. This capability is essential for the platform to operate effectively in highly contested environments.
“The combination of a highly capable platform, stealth features, advanced autonomy and artificial intelligence provides unprecedented ability for air forces to extend their mission effectiveness and operational flexibility.”
Program Milestones and Expanding Capabilities
Recent Flight and Weapons Tests
The MQ-28 program has advanced rapidly since its inaugural flight in February 2021. Based on historical program data and industry reports, the aircraft has accumulated over 150 test flights. The stealth validation follows a series of critical milestones achieved over the past year.
In early 2026, the MQ-28 completed its first operational flights outside of Australia. These tests took place over the Point Mugu Sea Range at Naval Base Ventura County in California, aiming to validate autonomous operations and demonstrate interoperability with allied forces. Prior to this, in December 2025, Boeing and the Royal Australian Air Force (RAAF) successfully completed an air-to-air weapon engagement, where an MQ-28 fired an AIM-120 missile to destroy a fighter-class target drone. Furthermore, operational viability demonstrations were completed in September 2025.
Aircraft Specifications and Role
Developed primarily by Boeing Australia in partnership with the RAAF, the MQ-28 is the first military-aircraft to be designed, engineered, and manufactured in Australia in over 50 years. The aircraft measures 38 feet (11.7 meters) in length and boasts a range of over 2,000 nautical miles.
It features a modular “missionized” nose, allowing ground crews to rapidly swap payloads based on mission requirements. Its primary roles include intelligence, surveillance, and reconnaissance (ISR), electronic warfare, and tactical early warning, complementing existing crewed assets like the F/A-18F Super Hornet and E-7A Wedgetail.
AirPro News analysis
The defense aviation sector is currently experiencing a massive shift toward autonomous and semi-autonomous uncrewed systems. As next-generation crewed fighter jets become increasingly expensive to produce and maintain, global air forces are prioritizing “affordable combat mass.”
We observe that drones like the MQ-28 Ghost Bat offer a highly cost-effective method to multiply force capabilities and increase fleet size. By absorbing risks in dangerous environments, these platforms protect human pilots while maintaining air superiority. The recent testing in California, combined with this newly validated stealth performance, strongly positions the MQ-28 for the international export market. It presents a compelling option for allied nations seeking to modernize their air combat strategies with interoperable, low-observable drone technology.
Frequently Asked Questions (FAQ)
What is the MQ-28 Ghost Bat?
The MQ-28 Ghost Bat is an uncrewed Collaborative Combat Aircraft (CCA) developed by Boeing Australia and the Royal Australian Air Force. It is designed to act as a “loyal wingman,” flying alongside and supporting crewed military aircraft using advanced autonomy and artificial intelligence.
Why is stealth validation important for the MQ-28?
Stealth validation, achieved through Radar Cross Section (RCS) testing, confirms the aircraft’s low-observable design. This reduces the distance at which enemy radar can detect the drone, significantly enhancing its survivability in hostile and contested airspace.
What are the specifications of the MQ-28?
The aircraft is 38 feet (11.7 meters) long, has a range exceeding 2,000 nautical miles, and features a modular nose for rapid payload swapping to suit various mission profiles.
Sources
Photo Credit: Boeing
Defense & Military
USAF Launches EPAWSS Speedline to Accelerate F-15E Modernization
The USAF establishes an EPAWSS Speedline at Warner Robins to rapidly upgrade F-15E Strike Eagles with advanced electronic warfare systems starting June 2026.
This article is based on an official press release from the Air Force Life Cycle Management Center.
Air Force Launches EPAWSS Speedline to Accelerate F-15E Modernization
On May 26, 2026, the Air Force Life Cycle Management Center (AFLCMC) announced the establishment of a dedicated “Speedline” facility at the Warner Robins Air Logistics Complex (WR-ALC) in Georgia. This new initiative is designed to rapidly accelerate the installation of the Eagle Passive Active Warning Survivability System (EPAWSS) on the U.S. Air Force’s F-15E Strike Eagle fleet.
According to the official press release, the Speedline facility is slated to receive its first F-15E aircraft for installation in June 2026. By decoupling these critical electronic warfare upgrades from standard Programmed Depot Maintenance (PDM) schedules, the Air Force aims to field advanced defensive capabilities much faster than previously possible.
We note that this shift in maintenance strategy allows the military to upgrade jets up to five to seven years ahead of their routine maintenance cycles. This collaborative effort between the AFLCMC’s F-15 System Program Office and the WR-ALC is expected to significantly boost fleet readiness against modern electromagnetic threats.
Breaking the Maintenance Bottleneck
Operational Independence
Historically, major system upgrades for fighter aircraft have been tied to their routine depot maintenance schedules, which can create bottlenecks for fielding urgent technology. The AFLCMC’s new Speedline operates entirely independently of the standard PDM line.
This operational independence provides the F-15 System Program Office and WR-ALC the flexibility to install the EPAWSS on aircraft that are not due for routine maintenance for another five to seven years. By treating the electronic warfare upgrade as a standalone priority, the Air Force can modernize its fleet at a pace dictated by tactical necessity rather than logistical routine.
Understanding the EPAWSS Upgrade
Replacing Cold War-Era Technology
The Eagle Passive Active Warning Survivability System is a next-generation, all-digital electronic warfare suite. Based on the provided research data, it is designed to replace the legacy Tactical Electronic Warfare System (TEWS), which relies on Cold War-era analog equipment.
Developed by prime contractor BAE Systems, with Boeing serving as the prime contractor for integration, EPAWSS provides fully integrated radar warning, geolocation, situational awareness, and self-protection solutions. The system allows the aircraft to detect, identify, and defeat surface and airborne threats in highly contested, dense signal environments.
Financial and Production Milestones
The U.S. Air Force officially cleared EPAWSS for full-rate production in early 2025. Concurrently, the Air Force awarded a $615.8 million contract to Boeing to cover the installation of these systems. Shortly after this award, the first fully equipped F-15E was delivered to the 48th Fighter Wing at RAF Lakenheath in the United Kingdom, marking a major milestone in the modernization of the 4th-generation fleet.
Strategic Importance and Lethality
Expanding the F-15E’s Capabilities
The integration of EPAWSS is not merely a defensive measure; it is a comprehensive upgrade to the aircraft’s survivability and lethality. In the official AFLCMC release, military leadership emphasized the strategic necessity of the system.
“The F-15E Strike Eagle remains a cornerstone of our tactical airpower and deep strike capabilities. The integration of advanced electronic warfare suites, such as the Eagle Passive Active Warning Survivability System, ensures the F-15E will not just survive, but actively disrupt and dismantle adversary kill chains in the most highly contested, electromagnetically dense environments.”
, Lt. Col. Matthew Heil, F-15 Program Office, EPAWSS Materiel Leader
AirPro News analysis
We observe that the creation of the EPAWSS Speedline reflects a broader Department of Defense trend toward agile logistics and sustainment. By separating critical combat upgrades from time-consuming depot maintenance, the military is demonstrating a commitment to fielding new technologies to the warfighter at a much faster pace.
Furthermore, as the U.S. Air Force continues to develop and field 5th-generation fighters like the F-35 and F-22, alongside future 6th-generation platforms, maintaining the survivability of 4th-generation “workhorse” aircraft is a strategic priority. EPAWSS ensures that older airframes like the F-15E can safely and effectively operate alongside stealth fighters in modern, highly contested combat scenarios, bridging the gap between legacy platforms and future air dominance initiatives.
Frequently Asked Questions
What is the EPAWSS Speedline?
The EPAWSS Speedline is a dedicated installation facility at the Warner Robins Air Logistics Complex designed to rapidly equip F-15E Strike Eagles with the new Eagle Passive Active Warning Survivability System, independent of standard maintenance schedules.
When will the first aircraft be upgraded at the Speedline?
According to the Air Force Life Cycle Management Center, the facility is slated to receive its first F-15E aircraft for installation in June 2026.
Who are the primary contractors for EPAWSS?
BAE Systems is the prime contractor that developed the EPAWSS, while Boeing serves as the prime contractor for the system’s integration and installation on the F-15E.
Sources
Photo Credit: U.S. Air Force photo by Airman 1st Class Codie Trimble
Defense & Military
Final A-10 Engine Build Marks End of Davis-Monthan Maintenance Era
Davis-Monthan AFB completes last A-10 engine build as USAF extends aircraft service life through 2030, ending a 50-year maintenance mission.
This article is based on an official press release from Air Combat Command.
On May 21, 2026, Airmen at Davis-Monthan Air Force Base in Arizona officially completed their final A-10 Thunderbolt II engine build. According to an official release from Air Combat Command, this milestone marks the end of a decades-long maintenance mission for the 355th Component Maintenance Squadron (CMS) and serves as a symbolic closing chapter for the base’s 50-year legacy with the iconic close-air-support aircraft.
While the U.S. Air-Forces recently announced a partial extension of the A-10’s operational life through 2030, the formal training and heavy maintenance pipelines, including the dedicated Davis-Monthan engine shop, are officially shutting down. As the military transitions to future platforms, the completion of this final General Electric TF34 turbofan engine represents the end of an era for the maintainers who kept the “Warthog” flying.
We at AirPro News have reviewed the official military releases and supplementary research to provide a comprehensive look at what this final build means for the U.S. Air Force, the maintainers on the ground, and the future of the A-10 fleet.
A Historic Final Build for the 355th CMS
A standard A-10 engine build is a rigorous, multi-stage operation that typically takes 30 days to complete. The process involves meticulous inspection, repair, rebuilding, and testing of the General Electric TF34 turbofan engines that power the A-10C Thunderbolt II. According to military reports, a single crew of five maintainers usually handles the entire process for a given engine.
Hands-On Participation
For this historic final build, the 355th CMS broke from tradition. Every member of the shop participated, ensuring that all personnel had the opportunity to put their hands on the final engine throughout its diagnostic runs and final inspection. The final engine test was successfully conducted in the test cell on April 30, 2026, verifying its performance and flight readiness.
The process officially concluded on May 21, 2026, when Tech. Sgt. Logan Lamb, a 355th Maintenance Group quality assurance inspector, stamped the final inspection form. Wing leadership and the 355th CMS gathered to celebrate the completion, reflecting on the gravity of their work.
“Some, if not all these engines have saved lives on the ground through close air support missions, and some have carried pilots home while the other engine was damaged. All members of the shop put eyes and hands on this engine throughout the build, testing, diagnostic runs and final inspection. Typically, only one crew of five would work on any one engine, but this engine has been touched by everyone.”
The Warthog’s Legacy and Future Operations
Davis-Monthan AFB has served as the primary hub for A-10 operations and training for nearly 50 years. However, the base began divesting its A-10 fleet in February 2024, sending the first aircraft to the 309th Aerospace Maintenance and Regeneration Group, commonly known as the “Boneyard.” On April 3, 2026, the 357th Fighter Squadron at Davis-Monthan graduated its final class of A-10 pilots, permanently closing the formal training pipeline for the aircraft.
Service Extension Through 2030
Despite the closures at Davis-Monthan, the A-10 will continue to fly. On April 20, 2026, Air Force Secretary Troy E. Meink announced that the Air Force will extend the service life of the remaining A-10 fleet through 2030, reversing a previous plan to retire the aircraft by 2029. According to defense reports, this decision was heavily influenced by the A-10’s recent combat performance in Operation Epic Fury, a U.S. campaign against Iran in late March and April 2026, where the aircraft successfully struck naval vessels and provided critical close air support.
AirPro News analysis
The decision to extend the A-10’s service life through 2030 while simultaneously closing its primary heavy maintenance and training facilities presents a unique logistical scenario. The Air Force is utilizing what it calls a “fleet management strategy.” Because the Davis-Monthan engine shop and the pilot “schoolhouse” are now closed, operational squadrons at bases like Moody AFB and Whiteman AFB will be operating on borrowed time. They will have to rely entirely on existing experienced personnel, stockpiled parts, and the durability of engines like the one just completed by the 355th CMS to sustain operations until the final retirement date. This strategy underscores the military’s confidence in the robust engineering of the TF34 engines and the meticulous groundwork laid by aerospace Propulsion Airmen over the past decades.
The Unsung Heroes of Aerospace Propulsion
The longevity and survivability of the A-10 Thunderbolt II are directly tied to the expertise of aerospace propulsion Airmen. These maintainers are responsible for ensuring the aircraft remains lethal and capable of returning pilots home safely, even after taking heavy fire.
Their daily responsibilities include conducting borescope inspections to identify internal engine issues early and prevent catastrophic failures. They also manage test cell operations, running the engines in a controlled environment while monitoring critical readings from a control cab to verify performance before the engine is ever attached to an airframe.
“I think the legacy of the A-10 is going to be remembered for generations. The A-10 will be missed here in Arizona.”
Frequently Asked Questions (FAQ)
What engine does the A-10 Thunderbolt II use?
The A-10 is powered by twin General Electric TF34 turbofan engines. These engines are renowned for their durability and ability to sustain damage while still bringing pilots home safely.
Why is the A-10’s service life being extended to 2030?
Air Force Secretary Troy E. Meink announced the extension on April 20, 2026, following the aircraft’s highly successful combat performance during Operation Epic Fury in early 2026. The extension reverses previous plans to retire the fleet by 2029.
Is Davis-Monthan AFB still training A-10 pilots?
No. The 357th Fighter Squadron at Davis-Monthan graduated its final class of A-10 pilots on April 3, 2026, officially closing the formal training pipeline for the aircraft.
Sources: Air Combat Command
Photo Credit: U.S. Air Force photo by Senior Airman Christopher Ornelas Jr.
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