This article summarizes reporting by Defense Express.

EU Initiates “Stealth” Turboprop Project with 2040 Horizon

The European Union has officially initiated a program to develop a sovereign “Future Multirole Light Aircraft” (FMLA), a heavy turboprop platform designed for low-intensity conflicts. According to reporting by Defense Express, the project aims to reduce European reliance on non-EU suppliers like Brazil’s Embraer and Switzerland’s Pilatus. However, the program’s ambitious technical requirements, including “stealth” capabilities on a propeller-driven airframe, and a protracted timeline targeting 2040 have drawn scrutiny regarding its feasibility.

The initiative is part of the European Defence Fund (EDF) Work Programme 2026, adopted in late 2025. The EDF has allocated an initial €15 million for concept studies and design, marking the first step in a long development cycle intended to bolster the continent’s strategic autonomy in the light attack aviation sector.

Technical Ambitions: A “Flying Tank” with Stealth

The FMLA is not merely a trainer aircraft retrofitted for combat; the specifications outlined in the EDF documents suggest a significantly more robust platform. Defense Express notes that the EU is calling for a Maximum Takeoff Weight (MTOW) of approximately 7,500 kg (16,500 lbs). This places the FMLA in a weight class well above current market leaders.

For comparison, the Brazilian-made Embraer A-29 Super Tucano, widely considered the standard for this category, has a maximum takeoff weight of roughly 5,400 kg. The Swiss Pilatus PC-21, another common platform in Europe, is lighter still at roughly 4,250 kg. The proposed European aircraft would be nearly 40% heavier than the Super Tucano, suggesting a focus on heavy payload capacity, extended range, and advanced sensor suites.

The “Low Observability” Requirement

Perhaps the most distinct, and technically challenging, requirement cited in the program documentation is the demand for “low observability.” The project aims to reduce the aircraft’s radar and infrared signatures to improve survivability in contested airspace.

“The platform must feature low observability characteristics to enhance survivability against ground-based air defense systems.”

Achieving radar evasion on a turboprop aircraft presents significant engineering hurdles. Unlike jet engines, which can be buried within a fuselage to hide turbine blades, a turboprop relies on large, external rotating propellers. These components typically create a distinct “Doppler shift” signature that is difficult to mask from modern radar systems.

In addition to stealth, the aircraft is expected to perform Short Takeoff and Landing (STOL) operations, with a requirement to operate from runways as short as 450 meters. It is also slated to carry integrated anti-drone systems and advanced onboard radar, further differentiating it from standard trainer-derived light attack planes.

Timeline and Strategic Context

While the technical specifications are ambitious, the timeline has raised questions about the project’s relevance upon completion. Defense Express highlights that the entry into service is projected for the 2035–2040 window. This 15-year development cycle is notably long for a turboprop aircraft, a technology that is generally considered mature.

The extended timeline likely reflects the complexities of the European defense bureaucracy, which requires consensus on workshare agreements and funding cycles across multiple member states. The goal is clear: to create a European-made alternative to the Super Tucano and Pilatus PC-21, ensuring that EU member states do not have to look abroad for counter-insurgency (COIN) and Close Air Support (CAS) platforms.

AirPro News analysis

The Stealth Turboprop Paradox
We assess that the “stealth” requirement for the FMLA likely refers to a reduction in Radar Cross Section (RCS) through composite materials and fuselage shaping, rather than the “broadband stealth” seen on fifth-generation fighters like the F-35. However, the physics of rotating propellers remains a primary obstacle. The “micro-Doppler” effect generated by propeller blades acts as a beacon for radar. Unless the EU consortium develops breakthrough composite blade technology or acoustic masking, the aircraft will likely remain vulnerable to modern air defenses, limiting its “stealth” utility to evading older generation MANPADS or small arms fire.

The Risk of Obsolescence
Targeting a 2040 release date for a manned light attack aircraft carries significant strategic risk. The conflict in Ukraine and other recent theaters have demonstrated the rapid ascendancy of Unmanned Combat Aerial Vehicles (UCAVs). By 2040, expendable, high-performance drones may render the concept of a human-piloted, heavy turboprop for close air support obsolete. The FMLA risks arriving as a sophisticated solution to a problem that has already been solved by cheaper, unmanned alternatives.

Strategic Autonomy vs. Market Reality
This project underscores the EU’s commitment to “Strategic Autonomy” over pure market efficiency. While buying off-the-shelf options like the Super Tucano would be faster and cheaper, the FMLA project is designed to sustain the European aerospace industrial base. The heavy 7,500 kg weight suggests the EU envisions a “flying tank” capable of operating from rough dirt strips in Africa or Eastern Europe, carrying sensors that current trainers cannot lift, a niche that drones currently struggle to fill with the same reliability as manned platforms.

Sources

• Defense Express
• European Defence Fund

This article is based on an official press release from the U.S. Department of Defense and additional background data regarding regional operations.

U.S. Air Forces Deploys F-35As to Kadena Air Base Amidst Regional Tensions

The U.S. Air Force has officially confirmed the deployment of F-35A Lightning II military-aircraft assigned to the 356th Expeditionary Fighter Squadron (EFS) to Kadena Air Base in Japan. According to a release from the Department of Defense on January 7, 2026, the deployment is part of a scheduled rotation designed to maintain a continuous fighter presence in the Indo-Pacific region.

Operating out of the “Keystone of the Pacific,” the 356th EFS, normally based at Eielson Air Force Base, Alaska, is tasked with delivering combat airpower and ensuring regional stability. This rotation comes as the Air Force continues to divest its aging fleet of F-15C/D Eagles permanently stationed at Kadena, bridging the capability gap with fifth-generation assets until the permanent arrival of the F-15EX Eagle II.

Operational Integration and Readiness

The 356th EFS has been conducting active operations throughout December 2025 and into January 2026. According to operational data released by the military, the unit executed aerial refueling operations over the Pacific on December 11 and launched combat readiness sorties on December 19. These missions are designed to refine the unit’s ability to generate airpower from forward-deployed locations.

A key component of this deployment is integration with joint and allied forces. The Department of Defense notes that the F-35As are operating alongside U.S. Marine Corps F-35Bs based at Iwakuni, as well as U.S. Air Force KC-135 Stratotankers and E-3 Sentry AWACS aircraft. Furthermore, the unit is conducting bilateral Training with the Japan Air Self-Defense Force (JASDF) to enhance interoperability.

In a statement regarding the squadron’s objectives, Maj. John Toner, the 356th EFS Director of Operations, emphasized the unit’s readiness:

“Our mission is to ensure air dominance whenever and wherever we’re called. Every training event and every sortie strengthens our ability to deliver combat airpower and ensure stability across the Pacific.”

Strategic Context: Response to “Justice Mission 2025”

While the Department of Defense characterizes the deployment as a standard rotation, the timing coincides with heightened geopolitical friction in the theater. Reports from regional defense outlets indicate that in late December 2025, the People’s Liberation Army (PLA) intensified military maneuvers around Taiwan under the banner of “Justice Mission 2025.”

These exercises reportedly involved joint air and naval drills, live-fire exercises, and simulated blockades. The presence of the 356th EFS at Kadena serves as a high-visibility counter-signal, leveraging the F-35A’s stealth and sensor fusion capabilities to deter potential aggression. Unlike the fourth-generation F-15s they are replacing, the F-35As possess low-observable technology allowing them to penetrate contested airspace, a critical requirement in modern high-end conflict scenarios.

AirPro News Market-Analysis

The deployment of the 356th EFS highlights the U.S. Air Force’s pivot toward Agile Combat Employment (ACE). By rotating diverse units like the 356th through strategic hubs like Kadena, the service avoids the predictability of static basing while introducing the most advanced airframes to the theater. While the divestment of the permanent F-15 fleet raised concerns about capacity, the rotational presence of fifth-generation fighters offers a qualitative advantage that older airframes could not provide. This Strategy ensures that despite the “capability gap” awaiting the F-15EX, the actual combat power available in the Indo-Pacific remains potent and survivable.

Pilot Perspectives on Allied Deterrence

The human element of these operations focuses heavily on trust-building with regional partners. Capt. Ryan Beveridge, a pilot with the 356th EFS, noted the value of cross-service and cross-national integration during these sorties.

“Integrating with our allied partners out here has been invaluable. That kind of trust and understanding is what makes deterrence real.”

The squadron is expected to continue its rotation through early 2026, maintaining a high operational tempo to support U.S. Indo-Pacific Command objectives.

Sources

• Defense.gov
• DVIDS
• Air & Space Forces Magazine

This article summarizes reporting by Interesting Engineering.

US Air Force Awards $2 Billion Contract to Launch B-52J Modernization Era

The United States Air Force has officially initiated the physical integration phase of its historic B-52 Stratofortress modernization program. According to reporting by Interesting Engineering and recent Department of Defense announcements, Boeing has been awarded a contract valued at approximately $2.04 billion to begin modifying the legendary bomber fleet. This development marks a critical transition from digital design to physical production, paving the way for the aircraft’s new designation: the B-52J.

The Commercial Engine Replacement Program (CERP) represents the most significant overhaul of the B-52 since its introduction in the 1950s. By replacing aging engines with modern commercial derivatives and upgrading critical avionics, the Air Force intends to keep the Stratofortress operational through the 2050s, potentially allowing the airframe to see a century of continuous service.

Contract Details and Timeline

The newly awarded contract focuses on the “low-rate initial production” phase of the integration. As reported, this funding covers the modification of the first two B-52H aircraft into the new B-52J configuration, which will be used for rigorous flight testing. This step follows the successful completion of the Critical Design Review (CDR) for the new Rolls-Royce F130 engines in December 2024, a milestone that confirmed the design’s maturity for installation.

According to the program schedule outlined in recent reports:

• Early 2025: Altitude testing is slated to begin at the Arnold Engineering Development Complex in Tennessee to verify engine performance under flight conditions.
• 2028: The first modified B-52J test aircraft are expected to be ready for ground and flight testing.
• 2033: The fleet is projected to reach Initial Operational Capability (IOC).

The contract work is expected to conclude by May 2033, aligning with the Air Force’s goal to have the first squadron combat-ready early in the next decade.

Technical Specifications: The B-52J

The transition from the B-52H to the B-52J involves comprehensive upgrades beyond just the engines. The modernization effort aims to improve fuel efficiency, range, and situational awareness.

Rolls-Royce F130 Engines

The centerpiece of the upgrade is the adoption of the Rolls-Royce F130 engine, a military derivative of the BR725 commercial engine used on business jets like the Gulfstream G650. The B-52 will retain its iconic eight-engine configuration, with two engines housed in each of the four pods.

Data cited in reports indicates that these new engines will deliver an approximate 30% improvement in fuel economy compared to the legacy Pratt & Whitney TF33 engines. This efficiency gain significantly extends the bomber’s unrefueled combat range and loiter time. Additionally, the F130 is designed to remain “on-wing” for the remainder of the aircraft’s service life, eliminating the need for the frequent heavy maintenance overhauls required by the previous engines.

Avionics and Radar Overhaul

Alongside the propulsion upgrade, the B-52J will feature a modernized cockpit and sensor suite. A key addition is the AN/APG-79B4 Active Electronically Scanned Array (AESA) radar. Derived from the radar used on the F/A-18 Super Hornet, this system provides fighter-class target detection range and ground mapping capabilities.

The interior will also see changes, including a cleaner cockpit layout with digital displays and updated communication systems. Due to increased automation, the crew size will be reduced from five to four, removing one crew station.

AirPro News Analysis

The decision to invest billions into a 70-year-old airframe highlights a unique strategic reality: the B-52 offers capabilities that newer, stealthier platforms cannot replicate cost-effectively. While the B-21 Raider is designed to penetrate contested airspace, the B-52J serves as a high-capacity “stand-off” platform. Its massive payload allows it to launch long-range hypersonic weapons, such as the future Hypersonic Attack Cruise Missile (HACM), from outside the range of enemy air defenses.

Furthermore, the economics of the upgrade are compelling. The legacy TF33 engines have been out of production since 1985, making parts scarce and maintenance prohibitively expensive. By switching to a commercial-derivative engine with an established global supply chain, the Air Force expects the fuel and maintenance savings to offset the cost of the program over time. This modernization ensures the B-52 remains a credible deterrent well into the mid-21st century.

Frequently Asked Questions

What is the main difference between the B-52H and the B-52J?
The B-52J features new Rolls-Royce F130 engines, a new AESA radar system, updated avionics, and a modified cockpit layout that reduces the crew size from five to four.

When will the B-52J enter service?
Initial Operational Capability (IOC) is projected for 2033, with the first test flights expected around 2028.

Why is the Air Force keeping such an old plane?
The B-52 remains structurally sound and offers unmatched payload capacity for long-range standoff weapons. It complements stealth bombers by acting as a “missile truck” for hypersonic weapons that are too large for internal carriage on smaller aircraft.

Sources

• Interesting Engineering