Defense & Military
Airbus Develops Collaborative Combat System for Future Air Defense
Airbus introduces Mindshare, MARS, and Crossbond systems to enable collaborative combat and cognitive superiority in European air defense.
This article is based on an official press release from Airbus.
Airbus has unveiled a comprehensive strategy for the future of European air defense, moving beyond traditional hardware manufacturing to architect a “system of systems” designed for collaborative combat. According to a company release dated February 2026, the aerospace giant is pioneering a new operational paradigm that shifts the focus from “one pilot, one aircraft” to “one pilot, many assets.”
This initiative, central to the Future Combat Air System (FCAS), aims to provide European forces with “cognitive superiority”, the ability to process battlefield data and execute decisions faster than an adversary. By integrating manned and unmanned platforms through advanced connectivity and AI, Airbus intends to reduce the cognitive load on pilots while exponentially increasing combat mass.
To explain the complex integration of technologies required for this shift, Airbus employs a biological metaphor, breaking down the ecosystem into three distinct components: the Brain, the Body, and the Nervous System.
At the core of the system lies “Mindshare,” a mission autonomy Software described by Airbus as the decision-making center of the network. This software provides the logic necessary for Manned-Unmanned Teaming (MUM-T), allowing uncrewed assets to operate with a high degree of independence.
Mindshare is designed to accelerate the OODA loop (Observe, Orient, Decide, Act). By automating complex tasks such as formation flying and sensor allocation, the software ensures that human operators can focus on high-level tactical decisions rather than being overwhelmed by routine flight management.
The physical interface for this intelligence is the “MARS” (Multi-platform Autonomous Reconfigurable and Secure) mission management system. Airbus describes MARS as a hardware-agnostic onboard computing architecture. Its primary role is to allow disparate platforms, ranging from Eurofighters and frigates to various Drones models, to “speak” the same language, facilitating seamless integration across different domains.
Connecting the Brain and the Body is “Crossbond,” a resilient connectivity layer ensuring real-time data sharing. In a combat environment characterized by electronic warfare and jamming, Crossbond acts as the secure nervous system that links assets together. Airbus has reported testing this solution on the A330 MRTT tanker, effectively transforming the aircraft into a high-altitude communication node capable of linking fighters and drones in the battlespace. Airbus emphasizes that these technologies are not merely theoretical concepts but are undergoing active flight testing. A significant milestone was achieved in October 2024 during a demonstration at a European test range.
In collaboration with Czech UAV manufacturer Primoco and German AI defense company Helsing, Airbus successfully demonstrated the practical application of its collaborative combat architecture. During the test, two Primoco One 150 UAVs executed synchronized flight patterns controlled by the Mindshare software.
According to Airbus, the drones displayed “collective intelligence,” reacting to simulated threats and exchanging data in real-time with minimal human intervention. This demonstration served as a critical proof of concept for the “one-operator-to-many” model, validating the feasibility of mass-drone warfare under European command.
The overarching goal of these developments is to achieve “cognitive superiority.” Defense strategists define this as the capacity to out-think and out-maneuver an adversary through superior information processing. Robert van Tilborg, Head of Future Air Power at Airbus Defence and Space, highlighted the necessity of this shift in the company’s statement.
“In future air operations, superiority will be determined by the ability to sense, decide and act faster across a network of crewed and uncrewed systems.”
, Robert van Tilborg, Airbus Defence and Space
This approach is also a cornerstone of European Strategic Autonomy. By developing proprietary connectivity and AI ecosystems, Airbus and its partners aim to reduce reliance on non-European digital infrastructure, ensuring that the FCAS program remains sovereign.
The transition described by Airbus represents the “industrialization of autonomy.” While the public often focuses on the physical design of next-generation fighters, the real revolution lies in the software architectures like Mindshare and MARS. These systems allow legacy platforms, such as the Eurofighter and A330, to remain relevant by integrating them into the “Combat Cloud” long before the full FCAS system comes online in the 2040s. For defense planners, this offers a bridge to the future, enabling the immediate deployment of “combat mass” via affordable drone swarms without waiting for new manned airframes.
The Brain, The Body, and The Nervous System: How Airbus is Architecting Future Air Combat
The Anatomy of Collaborative Combat
The Brain: Mindshare
The Body: MARS
The Nervous System: Crossbond
Proven Capabilities in Flight
Strategic Context: Cognitive Superiority
AirPro News Analysis
Frequently Asked Questions
Sources
Photo Credit: Airbus
Defense & Military
US Air Force Validates Open Architecture for Collaborative Combat Aircraft
The US Air Force validates A-GRA, enabling autonomy software from multiple vendors to operate on different aircraft for the Collaborative Combat Aircraft program.
This article is based on an official press release from the U.S. Air Force.
The United States Air Force has successfully validated a key technical pillar of its Collaborative Combat Aircraft (CCA) program, proving that mission autonomy software can operate seamlessly across different aircraft hulls. According to an official announcement released Thursday, the service has implemented the government-owned Autonomy Government Reference Architecture (A-GRA) on platforms from multiple vendors, a move designed to eliminate proprietary “vendor lock” and accelerate technology fielding.
The validation effort involved integrating third-party autonomy software onto the program’s two primary prototype airframes: the YFQ-42A from General Atomics and the YFQ-44A from Anduril Industries. By decoupling mission software from vehicle hardware, the Air Force aims to create a competitive “ecosystem” where the best available technology can be rapidly deployed to the warfighter regardless of which company built the aircraft.
The core of this recent success is the Autonomy Government Reference Architecture (A-GRA). In the past, military aircraft often relied on proprietary software systems tightly coupled with the hardware, making upgrades difficult and expensive. The A-GRA model establishes a universal standard, allowing the Air Force to swap software modules, such as targeting algorithms or flight behaviors, without redesigning the entire aircraft.
Col. Timothy Helfrich, the Air Force’s Portfolio Acquisition Executive for Fighters and Advanced Aircraft, emphasized the strategic importance of this validation in the press release.
“Verifying A-GRA across multiple partners is critical to our strategy. It proves that we are not locked into a single solution or a single vendor.”
Col. Timothy Helfrich, U.S. Air Force
Helfrich added that the service is building a competitive environment where algorithms can be deployed on any compliant platform. This approach aligns with the Department of Defense’s broader push for “open mission systems,” ensuring that future upgrades can be sourced from a diverse range of traditional defense contractors and non-traditional software firms.
The Air Force announcement detailed specific pairings of autonomy providers and airframe manufacturers used during the validation process. The service stated that mission autonomy vendors RTX Collins and Shield AI have begun semi-autonomous flight testing. These software providers were paired with the program’s hardware primes: This cross-pollination of vendors demonstrates the program’s modularity. According to the Air Force, the Agile Development Office director noted that integrating A-GRA onto multiple platforms quickly demonstrates that the open-system approach works, allowing the service to “iterate tactics and capabilities across the fleet at a pace that keeps us ahead of the threat.”
The successful validation of A-GRA represents a significant shift in how the Pentagon buys tactical aircraft. Historically, the prime contractor for an aircraft (such as Lockheed Martin for the F-35) controlled the entire software ecosystem, often leading to high sustainment costs and slow upgrade cycles. By enforcing a government-owned reference architecture, the Air Force is effectively commoditizing the airframe while placing higher value on the software “brains” of the CCA fleet.
This structure also lowers the barrier to entry for software-focused defense tech companies. Firms like Shield AI and RTX Collins can compete solely on the performance of their autonomy code without needing to build physical aircraft. For the CCA program, which aims to field at least 1,000 affordable, autonomous drones to fly alongside the F-35 and Next Generation Air Dominance (NGAD) fighters, this modularity is essential to keeping costs down and adaptability high.
What is the Collaborative Combat Aircraft (CCA) program? What is A-GRA? Which companies are building the aircraft?
Air Force Validates Open Architecture for Collaborative Combat Aircraft
Breaking Vendor Lock with A-GRA
Flight Testing and Industry Partners
AirPro News analysis
Frequently Asked Questions
The CCA program is a U.S. Air Force initiative to develop a fleet of uncrewed, autonomous aircraft that operate as “loyal wingmen” alongside piloted fighters. They are designed to carry weapons, sensors, or electronic warfare systems.
A-GRA stands for Autonomy Government Reference Architecture. It is a government-owned software standard that ensures autonomy software from different vendors can run on different aircraft hardware, preventing proprietary lock-in.
For the first increment of the program, General Atomics and Anduril Industries are the prime contractors building the airframes (YFQ-42 and YFQ-44, respectively).
Sources
Photo Credit: U.S. Air Force
Defense & Military
Robins AFB Leads Deployment of Block 3 Laser Eye Protection System
Robins AFB leads rollout of the Block 3 Aircrew Laser Eye Protection system, enhancing pilot safety with laser and ballistic protection amid rising laser strikes.
This article is based on an official press release from Robins Air Force Base and supporting data from the Federal Aviation Administration.
As incidents of laser strikes against Commercial-Aircraft reach record highs, the United States Air Force is accelerating the deployment of advanced protective eyewear designed to shield pilots from blinding light and physical debris. Leading this critical sustainment effort is a specialized team at Robins Air Force Base in Georgia, working under the Air Force Life Cycle Management Center’s Human Systems Division (AFLCMC/ROU).
The initiative focuses on the “Block 3” Aircrew Laser Eye Protection (ALEP) system, a modular suite of eyewear that represents a significant technological leap over previous iterations. According to the Air Force, the service plans to field more than 42,000 of these devices to units worldwide between 2027 and 2029. The program aims to counter the growing prevalence of handheld lasers, which can cause flash blindness and incapacitate pilots during critical phases of flight.
While the Human Systems Division is headquartered at Wright-Patterson Air Force Base in Ohio, the Operations and Support team responsible for validating and sustaining this gear operates out of Robins AFB. Their work ensures that the equipment not only meets technical specifications but also functions practically for aircrews operating in diverse and dangerous environments.
The Block 3 ALEP system is not a single pair of glasses but a comprehensive kit comprising six distinct devices. These include day spectacles, night spectacles, ballistic spectacles, and visors designed to integrate with night vision goggles. The new system addresses several limitations found in the older Block 2 gear, specifically regarding color perception and physical protection.
One of the most significant upgrades is the inclusion of ballistic protection. For the first time, the ALEP system combines laser filtration with impact resistance, a critical feature for aircrews in “low and slow” aircraft, such as Helicopters and CV-22 Ospreys, who face threats from ground fire and shrapnel in addition to directed energy.
Kevin Frost, a mechanical engineer with the AFLCMC/ROU Operation and Support team, emphasized the importance of these upgrades in the official release. The new lenses utilize advanced dyes capable of filtering a broader spectrum of light wavelengths, offering protection against a wider variety of laser colors, including green and blue lasers which are increasingly common.
A persistent complaint regarding previous laser eye protection was the degradation of visual clarity during night operations. Older lenses often blocked too much visible light or distorted colors, making it difficult for pilots to read instruments or identify terrain. The Block 3 night spectacles have been engineered to allow more natural light to pass through while still filtering harmful laser frequencies. Eric Miltner, an equipment specialist with the team at Robins AFB, noted that the team travels directly to bases to validate the equipment with the Airmen who will use it. This hands-on approach ensures that technical manuals are clear and that the gear integrates seamlessly with existing flight equipment.
“We go to an actual base where people are going to be using this equipment… We show them the manual, and we let them walk through the steps without us assisting just to make sure it all makes sense.”
, Eric Miltner, AFLCMC/ROU Equipment Specialist
The deployment of Block 3 comes at a time when laser strikes are becoming a frequent hazard for both military and commercial aviation. According to data from the Federal Aviation Administration (FAA), pilots reported 12,840 laser strikes in 2024 alone, averaging roughly 35 incidents per day. This represents a nearly 48% increase since 2020. Reports for 2025 have already exceeded 10,000 incidents, signaling that the trend is not slowing down.
Master Sgt. Bridgette Brzezinski, the 78th Operational Medical Readiness Squadron Bioenvironmental Engineering flight chief, highlighted the medical and psychological dangers posed by these strikes. While permanent blindness is rare, the immediate effects can be catastrophic.
“Laser exposures can severely disrupt critical phases of flight… and can have significant psychological effects on aircrew even at distances where ocular damage is unlikely.”
, Master Sgt. Bridgette Brzezinski
The primary danger is “flash blindness,” a phenomenon similar to the afterimage caused by a camera flash, but continuous. If this occurs during takeoff or landing, a pilot may lose the ability to see flight instruments. Furthermore, in a military context, a laser strike can be interpreted as a targeting designator from a weapon system, causing significant psychological stress and distraction.
Aiming a laser at an aircraft is a federal crime under 18 U.S. Code § 39A. Offenders face up to five years in prison and criminal fines of up to $250,000. Additionally, the FAA can impose civil penalties of up to $11,000 per violation. Despite these severe penalties, the frequency of strikes continues to rise, necessitating the defensive measures being rolled out by the Air Force.
The Block 3 eyewear is manufactured by Gentex Corporation, a long-standing defense contractor based in Carbondale, Pennsylvania, known for producing helmet systems and respiratory protection for military personnel. The rollout of Block 3 ALEP signifies a shift in how the Air Force views optical threats. In the past, laser protection might have been considered a niche safety requirement. Today, with the proliferation of high-powered handheld lasers and the increasing use of directed energy weapons in global conflicts, optical shielding has become as essential as ballistic body armor.
We observe that the inclusion of ballistic protection in the Block 3 kit is particularly telling. It suggests a doctrine where pilots are expected to operate in contested environments where threats are multi-dimensional, simultaneously kinetic (shrapnel) and optical (lasers). By consolidating these protections into a single modular system, the Air Force is reducing the logistical burden on aircrews while enhancing their survivability.
The work being done at Robins AFB by the AFLCMC/ROU team highlights the critical role of sustainment and validation. High-tech gear is useless if it is uncomfortable or incompatible with other equipment. By validating these systems on the ground with the Airmen who use them, the Air Force is ensuring that the $42,000+ unit rollout translates into actual operational readiness rather than just warehouse inventory.
Sources: Robins Air Force Base, Federal Aviation Administration
Robins AFB Team Leads Rollout of Next-Gen “Block 3” Laser Eye Protection
The “Block 3” Capability Leap
Solving the Night Vision Challenge
The Rising Threat of Laser Strikes
Legal and Industry Context
AirPro News Analysis
Photo Credit: Robins Air Force Base
Defense & Military
Royal Saudi Air Force Pilatus PC-21 Fleet Surpasses 100,000 Flight Hours
The Royal Saudi Air Force’s Pilatus PC-21 fleet has logged over 100,000 flight hours, highlighting its role in advanced pilot training with Pratt & Whitney engines.
This article is based on an official press release from RTX.
The Royal Saudi Air Force (RSAF) has achieved a significant operational milestone, with its fleet of Pilatus PC-21 training Military-Aircraft surpassing 100,000 cumulative flight hours. RTX, the parent company of engine manufacturer Pratt & Whitney Canada, announced the achievement on February 10, 2026, highlighting the durability and high utilization rate of the fleet.
The milestone underscores the central role the PC-21 plays in the Kingdom’s military pilot training pipeline. Powered by Pratt & Whitney Canada’s PT6A-68B turboprop engines, the fleet of 54 aircraft is used to prepare student pilots for high-performance frontline fighters, including the F-15SA Eagle and the Eurofighter Typhoon.
According to the press release issued by RTX, the 100,000-hour mark reflects the maturity of the RSAF’s training program. The RSAF received its first PC-21 aircraft in June 2014, and accumulating this number of flight hours in just over a decade suggests a rigorous daily sortie rate.
Anthony Rossi, vice president of Sales and Marketing at Pratt & Whitney Canada, emphasized the importance of the platform in modern military instruction.
“The Pilatus PC-21 plays a critical role in advanced military pilot training, and our long-standing work with the RSAF to support this fleet will enable safe, reliable and mission-ready operations.”
— Anthony Rossi, VP of Sales and Marketing, Pratt & Whitney Canada
The PT6A-68B engine, which powers the PC-21, is rated at 1,600 shaft horsepower. It is designed to operate in demanding environments, including the high temperatures and sandy conditions typical of the Saudi Arabian desert. RTX noted that the engine’s reliability has been a key factor in maintaining the fleet’s availability.
The support framework for the RSAF’s PC-21 fleet aligns with Saudi Arabia’s broader Vision 2030 initiative, which aims to localize 50% of the Kingdom’s defense spending. RTX and Pratt & Whitney Canada have maintained a robust logistics and support network within the country to ensure rapid maintenance and parts availability. The PC-21 serves as a bridge between primary screening aircraft and lead-in fighter trainers like the BAE Systems Hawk. By utilizing a high-performance turboprop with a “glass cockpit” and advanced mission systems, the RSAF can simulate jet fighter characteristics, such as radar management and weapons employment, at a fraction of the cost of operating jet aircraft.
The achievement of 100,000 flight hours by a fleet of 54 aircraft in roughly 12 years indicates a highly efficient training throughput. For the RSAF, this milestone validates the decision to transition from the older PC-9 to the more advanced PC-21 platform in the early 2010s.
From an industrial perspective, this announcement reinforces the dominance of the PT6A engine family in the military trainer market. While jet trainers offer raw speed, modern turboprops like the PC-21 allow air forces to offload a significant portion of the syllabus that was previously flown on expensive jet platforms. The high utilization rate seen in Saudi Arabia suggests that the “downloading” of training tasks to turboprops is not just a theoretical cost-saving measure, but a practical operational reality.
Furthermore, the emphasis on local support networks in the RTX announcement highlights the shifting landscape of global defense contracts. It is no longer sufficient to simply deliver hardware; OEMs must now demonstrate a commitment to in-country value creation and long-term sustainment Partnerships to secure and maintain contracts in the Gulf region.
What engine powers the RSAF Pilatus PC-21? How many PC-21 aircraft does the RSAF operate? When did the RSAF begin operating the PC-21?
Royal Saudi Air Force Pilatus PC-21 Fleet Surpasses 100,000 Flight Hours
Fleet Maturity and Operational Reliability
Strategic Context and Vision 2030
AirPro News Analysis
Frequently Asked Questions
The fleet is powered by the Pratt & Whitney Canada PT6A-68B turboprop engine, capable of delivering 1,600 shaft horsepower.
According to the RTX announcement, the Royal Saudi Air-Forces operates a fleet of 54 Pilatus PC-21 aircraft.
The RSAF received its first Delivery of PC-21 aircraft in June 2014.
Sources
Photo Credit: RTX
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