Airbus Prepares the A400M to Launch Cruise Missiles

 

A new capability under development could significantly expand the role of the Airbus A400M Atlas. According to reports, Airbus is working on enabling the aircraft to deploy up to twelve cruise missiles, in a program reportedly driven by a specific customer requirement.

The concept is not about turning the A400M into a traditional bomber, but rather adapting it into an “arsenal aircraft.” In this role, the transport would act as a stand-off strike platform, capable of releasing long-range precision weapons from outside contested airspace. Such an approach leverages the aircraft’s payload capacity and range, offering a cost-effective way to increase strike mass without relying solely on fighter jets.

While the exact missile has not been officially confirmed, discussions increasingly point toward integration with systems like the Taurus KEPD 350, already operated by Spain and other European users. Designed for deep-strike missions against high-value targets, Taurus offers long range, precision guidance, and a powerful penetration warhead—making it a natural candidate for such a role. Other missiles in the same class, such as the Storm Shadow / SCALP, could also be part of the broader integration concept.

This development reflects a broader trend in modern air warfare. The idea of using large aircraft as missile carriers—sometimes referred to as “missile trucks”—has been explored in the United States and is now gaining traction in Europe. By separating the launch platform from high-risk penetration roles, air forces can preserve more valuable assets while still delivering significant strike effects at long range.

The identity of the customer behind the requirement remains undisclosed, fueling speculation about which nation is driving the effort. Countries that already operate both the A400M and compatible cruise missiles—such as France, Germany or Spain—appear as logical candidates, though no official confirmation has been provided.

For now, the project appears to be in a developmental or conceptual phase, and it remains unclear when—or if—this capability will become operational. Even so, the implications are clear: the A400M could evolve beyond its traditional transport role into a flexible, multi-mission platform capable of contributing directly to high-end combat operations.

Peru May Have Quietly Signed Its F-16 Deal

 

After more than a decade of evaluations, delays and political twists, Peru’s long-running fighter replacement program may have reached a final point—just not in the way many expected. Multiple defense outlets, including Zona Militar and Pucará Defensa, now suggest that the government has moved forward with the acquisition of the F-16 Block 70, potentially signing a contract away from the public eye.

According to these reports, the deal would cover an initial batch of aircraft—commonly cited as ten single-seat F-16C and two two-seat F-16D variants—forming the first phase of a broader modernization effort for the Peruvian Air Force. The selection itself is not surprising. The F-16 had long emerged as the leading contender, competing against platforms such as the Dassault Rafale and the Saab Gripen E, with geopolitical alignment and operational familiarity often cited as decisive factors.

What makes the situation unusual is the apparent contradiction between these reports and recent public messaging. Only days earlier, officials had indicated that the decision might be postponed, potentially leaving it to the next administration. Yet now, specialized media point to a possible reversal—one that may have culminated in a discreet signing process, reportedly conducted “behind closed doors.”

Crucially, there has been no formal announcement from the Peruvian government, nor confirmation from Lockheed Martin, the manufacturer of the aircraft. Details regarding the total value of the contract, delivery timelines, configuration of the fleet, or potential industrial offsets remain unclear. This lack of transparency has fueled speculation about whether a full contract has indeed been signed, or whether the agreement is still at an advanced but not yet final stage.

Such ambiguity is not entirely unprecedented in defense procurement, particularly in politically sensitive contexts. Large acquisitions can be delayed, reshaped, or quietly advanced depending on internal dynamics, budgetary pressures, and external geopolitical considerations. In Peru’s case, domestic instability and competing priorities may have influenced both the timing and the manner in which the decision has unfolded.

For now, the situation remains in a grey zone. The convergence of reports from multiple specialized outlets suggests that something significant has happened. However, without official confirmation, the status of the deal remains technically unverified.

What seems increasingly clear is that the momentum is firmly behind the F-16. Whether already signed or still pending formalization, Peru appears closer than ever to introducing a new generation of fighter aircraft—marking the most important upgrade of its combat aviation capability in decades.

Spain Reinforces Harrier Extension Plan with First A330 MRTT Refuelling

 

Spain has taken a concrete step to sustain its carrier-based aviation capability, as a McDonnell Douglas AV-8B Harrier II from the Spanish Navy has successfully conducted its first air-to-air refuelling with an Airbus A330 MRTT operated by the Spanish Air and Space Force.

The milestone is more than a technical achievement. It directly supports Spain’s broader plan to extend the operational life of its Harrier fleet into the next decade, currently projected to reach around 2032. With no immediate replacement available, Madrid has opted to sustain and adapt its existing platform rather than pursue a near-term acquisition of a next-generation STOVL aircraft.

Integrating the Harrier with the A330 MRTT enhances operational flexibility in a way that was previously limited. Air-to-air refuelling significantly increases the aircraft’s range and endurance, allowing for longer missions, extended patrol times, and improved deployment options from sea-based platforms. In practical terms, it helps offset some of the inherent limitations of an aging fleet.

This development also reflects a growing level of joint integration between Spain’s naval and air forces. The A330 MRTT is becoming a central asset within Spain’s aerial refuelling capability, and its compatibility with multiple platforms—including legacy aircraft like the Harrier—broadens its operational value. It also aligns Spain more closely with NATO partners that rely on similar tanker platforms and procedures.

The timing is significant. Spain is already pursuing a sustainment strategy for the Harrier that includes cooperation with Airbus and the acquisition of spare parts from retiring fleets operated by allies such as the United States Marine Corps and the Italian Navy. Ensuring that the aircraft can operate effectively within a modern support ecosystem is essential if that plan is to succeed.

While the Harrier remains a unique asset due to its vertical/short takeoff and landing capabilities, keeping it operational into the 2030s will require continuous adaptation. The successful refuelling test with the A330 MRTT signals that Spain is not merely maintaining the aircraft, but actively integrating it into a more capable and flexible operational framework.

In that sense, this first refuelling is not just a milestone—it is a clear indication that Spain is doubling down on its decision to keep the Harrier flying.

FCAS Mediation Fails as Joint Fighter Concept Comes Into Question

 

The long-running industrial dispute at the heart of Europe’s flagship air combat program has reached a critical point. According to Reuters, mediation efforts between French and German stakeholders in the Future Combat Air System (FCAS) have failed to produce a resolution—raising fresh doubts about the future of the project’s central pillar: a jointly developed manned fighter aircraft.

Citing sources familiar with the talks, German newspaper Handelsblatt reports that the mediators—appointed to bridge differences between industry players—will submit separate conclusions, rather than a unified agreement. More significantly, one source indicated that the German mediator may conclude that the joint fighter concept itself is no longer viable in its current form.

If confirmed, this would mark a profound shift in one of Europe’s most ambitious defense programs. FCAS has long been built around the idea of a next-generation manned combat aircraft, supported by unmanned systems and a networked combat cloud. Questioning the feasibility of the fighter component would effectively redefine the entire program.

At the core of the dispute lies a struggle over industrial leadership and intellectual property. France’s Dassault Aviation and Airbus—representing German and Spanish interests—have been unable to agree on the division of responsibilities, particularly regarding the development of the fighter jet itself. This deadlock has stalled progress for months and prompted political intervention.

Despite the setback, the program may not collapse entirely. Sources suggest that cooperation could continue in other areas, including unmanned systems, software development, and data-sharing architectures. Such a shift would preserve parts of FCAS while abandoning—or significantly delaying—the most complex and symbolic element of the project.

Political leaders may still attempt to salvage the situation. German Chancellor Friedrich Merz is expected to be briefed on the outcome of the mediation, and an upcoming meeting with French President Emmanuel Macron could provide an opportunity to reset negotiations at the highest level. However, the gap between industrial positions appears increasingly difficult to bridge.

The implications go beyond the program itself. FCAS has often been framed as a cornerstone of European strategic autonomy in defense—a symbol of the continent’s ability to develop advanced military capabilities independently. Its fragmentation, or potential scaling back, would raise broader questions about Europe’s capacity to deliver complex cooperative projects in a rapidly evolving security environment.

For now, the failure of mediation does not mark the end of FCAS. But it does signal that its original vision—centered on a jointly developed next-generation fighter—may no longer be achievable without significant political intervention and compromise.

What Is the Current State of Spain’s S-80 Submarine Program? Delays, technical issues and industrial shifts raise questions about Spain’s flagship submarine

Spain’s S-80 Plus was conceived as a bold step toward full naval autonomy: a domestically designed and built submarine capable of placing the country among the world’s most advanced naval powers. Years later, the program is no longer defined by ambition alone, but by a more complex reality shaped by delays, technical challenges, and growing industrial questions.

The lead boat, Isaac Peral, entered service in 2023 after a development process marked by significant setbacks. Schedule slippages and cost overruns pushed the program well beyond its original timeline, turning what was meant to be a symbol of technological independence into a test of Spain’s ability to manage highly complex defense projects. Even so, delivering a fully indigenous submarine remains a major industrial milestone.

Recent reporting in Spanish media has brought renewed attention to the program’s technical performance. Issues cited include components linked to emergency ballast systems, valve reliability, and various onboard subsystems. While such reports have fueled criticism, it is important to place them in context. Submarine development is among the most demanding engineering efforts in the defense sector, and early operational issues are not uncommon. Comparable programs such as the Astute-class submarine and the Virginia-class submarine experienced similar phases of refinement before reaching full maturity.

Spain’s Ministry of Defence has maintained that the S-80 is fully operational within established safety parameters, describing the reported issues as part of the normal process of system optimization. This position reflects a broader reality: modern submarines evolve significantly after delivery, with incremental improvements shaping their final operational standard.

However, not all technical concerns carry equal weight. In submarine warfare, acoustic performance is critical. Reports pointing to vibration and noise levels—if sustained—would have direct implications for stealth, the defining characteristic of any underwater platform. Whether these are transitional issues or indicators of deeper design challenges remains a central question as the program progresses.

Beyond technical factors, the S-80 also faces challenges in the international arena. Despite its advanced design, the program has yet to secure export orders. Competing against established suppliers with decades of experience, strong political backing, and proven platforms has proven difficult. In today’s defense market, success depends not only on capability, but also on industrial scale, reliability, and long-term support credibility.

This context helps explain a significant recent development: Navantia has signed a memorandum of understanding with ThyssenKrupp Marine Systems to explore cooperation in submarine construction. While officially focused on future projects, the agreement highlights a shifting industrial landscape in which collaboration may become essential to remain competitive, particularly in export markets.

The S-80 program therefore sits at a crossroads. Technologically, it represents a substantial achievement for Spain, demonstrating the ability to design and build a modern submarine independently. Operationally, it is still maturing, with key performance areas under close observation. Industrially, it faces the challenge of translating capability into market success.

Rather than a clear-cut success or failure, the S-80 is better understood as a program in transition—one that reflects both the risks and rewards of pursuing strategic autonomy in defense. Its ultimate legacy will depend not on early criticism or initial difficulties, but on whether Spain can consolidate its capabilities, resolve outstanding issues, and position the platform effectively in an increasingly competitive global market.

Indonesia and France Could Quietly Prepare a Second Rafale Expansion

Indonesia and France appear to be laying the groundwork for a second expansion of Jakarta’s Dassault Rafale fleet, even as the first batch of aircraft has yet to be fully delivered.

Discussions between French President Emmanuel Macron and Indonesian President Prabowo Subianto have reportedly included the possibility of a follow-on order, potentially ranging between 18 and 24 additional aircraft. While no formal announcement has been made, the mere presence of the Rafale in high-level talks is a strong signal that the programme is far from complete.

Indonesia is already committed to 42 Rafales under contracts signed between 2022 and 2024. Deliveries have begun, marking a significant shift in the country’s air power posture. But Jakarta’s ambitions go beyond a simple fleet replacement. The Rafale is increasingly positioned as the backbone of a broader modernization effort aimed at building a credible, multi-layered air combat capability.

A second tranche would not be surprising. Indonesia faces the challenge of maintaining air superiority across a vast archipelago, while balancing competing procurement priorities. Alongside the Rafale, Jakarta is also pursuing other high-end platforms, including the Boeing F-15EX Eagle II and the South Korean KF-21 programme. Expanding the Rafale fleet would provide continuity, reduce logistical fragmentation and accelerate operational readiness.

From the French perspective, the logic is equally clear. Securing a follow-on order would consolidate one of Dassault’s most important export successes in recent years. It would also reinforce France’s strategic presence in Southeast Asia, where defence partnerships are becoming increasingly intertwined with geopolitical competition.

However, the key variable remains financing. Indonesia has historically taken a cautious and phased approach to major defence acquisitions, often spreading commitments over several years. Any additional Rafale order will depend on Jakarta’s ability to structure a viable financial package without disrupting other procurement programmes.

Mirage 2000 Transfer to Morocco Delayed as Regional Tensions Rise

 

The planned transfer of 30 Mirage 2000-9 fighter jets from the United Arab Emirates to Morocco is facing delays, as the ongoing crisis involving Iran reshapes military priorities across the Gulf.

Originally approved in 2024 with French authorization, the deal is now effectively on hold. The reason is straightforward: the UAE is unwilling to reduce its frontline combat fleet while facing sustained missile and drone threats from Iran.

Since late February 2026, Emirati air defenses have been under intense pressure. Hundreds of ballistic missiles, cruise missiles and drones have been launched toward the UAE, with air and missile defence systems—supported by fighter aircraft—intercepting the vast majority of them. 

Crucially, the Mirage 2000-9 has played an active operational role in this environment. Alongside F-16 Block 60 fighters, these aircraft have been used to intercept Iranian drones and potentially contribute to the wider air defence network, highlighting their continued relevance in high-intensity conflict. 

At the same time, more controversial reports have emerged. Iranian sources have accused UAE-operated Mirage 2000-9 jets of conducting a strike against infrastructure on Lavan Island. However, no independent confirmation exists, and the claims remain unverified, illustrating the fog of war now surrounding the Gulf theatre. 

This dual reality—proven defensive utility and contested offensive involvement—underscores why Abu Dhabi is reluctant to release these aircraft.

For Morocco, the delay comes at a sensitive time. Rabat had expected the Mirage 2000-9 to provide a significant qualitative boost, particularly in beyond-visual-range combat and precision strike capabilities. The aircraft, one of the most advanced Mirage variants ever built, would have complemented Morocco’s existing F-16 fleet.

However, the regional balance is shifting rapidly.

Algeria, Morocco’s main strategic rival, is moving ahead with the acquisition of the Russian Su-57E, positioning itself to become the first operator of a fifth-generation fighter in Africa. Even in limited numbers, the introduction of a stealth aircraft with advanced sensors and long-range weapons would represent a major leap in capability.

In this context, the delayed arrival of the Emirati Mirages creates a growing capability gap for Morocco, particularly as its own F-16 Block 70 deliveries continue to face scheduling uncertainty.

Ultimately, the Mirage transfer remains viable—but increasingly dependent on external factors. The pace of Rafale deliveries to the UAE, the evolution of the conflict with Iran, and the broader strategic competition in North Africa will all shape whether and when these aircraft finally reach Moroccan service.

A400M Gains Momentum as a Potential Choice for the Chilean Air Force

The Airbus A400M Atlas is increasingly being positioned as a strong candidate to replace the aging Lockheed C-130 Hercules fleet of the Chilean Air Force. While no formal procurement process has been launched, recent developments suggest that the European airlifter is gaining visibility in Santiago.

A key moment came during FIDAE 2026, where an aircraft from the Spanish Air and Space Force was deployed as part of the event. Such presence is rarely incidental. In export campaigns, live demonstrations play a central role in showcasing operational capability to potential customers.

Chile faces a familiar challenge. Its C-130H fleet, partly acquired second-hand, is aging and increasingly difficult to sustain. Some airframes are approaching or exceeding five decades of service, creating pressure to identify a modern replacement capable of maintaining reliable airlift capacity across the country’s vast and demanding geography.

In this context, the A400M offers a compelling profile. It combines tactical and strategic transport capabilities, with higher payload, longer range and greater speed than legacy platforms. Its ability to operate from semi-prepared runways and in extreme climates aligns well with Chile’s operational requirements, including long-distance deployments and Antarctic support missions.

Spain’s role is also relevant. As one of the main operators of the A400M, the Spanish Air and Space Force provides a practical example of the aircraft in service within a NATO framework. The presence of a Spanish aircraft in Chile highlights not only operational maturity, but also Europe’s broader effort to promote the platform in international markets.

However, the path to a decision remains open. The A400M faces strong competition from platforms such as the Embraer C-390 Millennium and the latest variants of the Hercules. Cost, fleet size and long-term sustainment will all weigh heavily in any future Chilean decision.

For now, there is no official confirmation of a procurement program. But the signals are clear. Airbus is actively campaigning, Chile has a growing need, and the A400M is positioning itself as a serious option.

Greece Eyes Embraer C-390 as C-130 Replacement

Greece is moving forward with plans to renew its tactical airlift fleet, and the Embraer C-390 Millennium has emerged as a leading candidate. The aircraft is being considered as a replacement for the aging Lockheed C-130 Hercules currently in service with the Hellenic Air Force.

The need is pressing. Greece operates a fleet of C-130H aircraft that has suffered from low availability for years, with only a small number of airframes fully operational at any given time. This has created a clear capability gap in airlift, pushing Athens to look for a modern and more reliable solution.

Within this context, the C-390 has been included in Greece’s long-term defence planning. Initial discussions point to a small acquisition—around three aircraft—with the possibility of expansion later. There is no contract yet, but the program is active and under evaluation.

The Brazilian aircraft brings a different profile compared to traditional options. It offers higher speed, modern systems and competitive operating costs, positioning itself as a strong alternative to legacy platforms. It also reflects a broader shift, as several European operators have already selected the C-390 to replace older transport fleets.

The main competitor remains the latest version of the Hercules, but the balance is no longer one-sided. The C-390 is gaining ground as a viable NATO-compatible transport, particularly for countries looking to rebuild capacity quickly without committing to long and expensive upgrade cycles.

For Greece, the decision is less about ambition and more about necessity. The current fleet can no longer guarantee consistent availability, and delays only increase the operational risk.

F-110 Flight II Could Boost Spain’s Air Defence with 48 VLS Cells

 

The Spanish Navy is studying a more heavily armed version of its future F-110 class frigate, with plans for a Flight II variant equipped with up to 48 vertical launch cells.

This would be a major step up from the 16 cells planned for the current ships and would significantly strengthen their air defence role.

The increase would likely come from additional Mk 41 Vertical Launch System modules, potentially requiring minor structural changes. More importantly, it would allow a much larger and more flexible missile load.

A typical configuration could include quad-packed RIM-162 ESSM for medium-range defence and SM-2 Standard Missile for longer-range engagements. This combination would give the ship a real area air defence capability, something the baseline design lacks.

With 48 cells, the F-110 would be far better suited to deal with saturation attacks, cruise missiles and multiple simultaneous threats. It would also reduce reliance on AEGIS ships like the Álvaro de Bazán-class frigate for fleet protection.

The move reflects a clear shift. What was designed as an anti-submarine frigate could evolve into a more balanced combatant with credible air defence capability.

No final decision has been announced, but the direction is clear: more missiles, more flexibility and a stronger role in high-intensity scenarios.

Eurofighter Begins Testing with APKWS Laser-Guided Rockets

The Eurofighter Typhoon has begun testing APKWS laser-guided rockets, with BAE Systems confirming successful test firings.

APKWS converts standard 70 mm rockets into precision-guided munitions using a laser guidance kit, offering a much cheaper alternative to traditional air-to-ground missiles.

The interest is clear. Modern operations increasingly involve low-cost targets such as drones, light vehicles or dispersed positions, where using expensive munitions is inefficient. APKWS provides a way to match weapon cost to target value without losing accuracy.

For the Typhoon, this adds practical flexibility. It allows the aircraft to carry out precision strike missions at lower cost and with greater sustainability, particularly in prolonged operations.

Spain Extends F-18 Service Life to 2040 Amid Capability Gap

The Spanish Air and Space Force is facing a strategic reality that highlights the growing gap between planning and operational necessity: the extension of its F/A-18 fleet service life to around 2040.

This means that some aircraft, originally introduced in the 1980s, could remain in service for over 50 years, an unusually long lifespan for a modern combat aircraft.

What was once an implicit assumption has now become official policy. In a 2026 parliamentary response, the government confirmed that the McDonnell Douglas F/A-18 Hornet will remain operational well beyond 2035. This effectively adds another decade to their expected service life. The decision is not driven by enhanced capability, but by necessity: maintaining a minimum level of combat readiness in the absence of near-term replacements.

Operating an aging fighter fleet comes with clear consequences. Maintenance demands increase significantly over time, both in cost and complexity. Aircraft availability tends to decline as inspection cycles become more frequent and downtime grows. At the same time, obsolescence becomes a critical issue, particularly in avionics, wiring, and structural components exposed to long-term fatigue.

Less visible, but equally important, are the challenges affecting ground support systems. Test benches used to diagnose and validate avionics are themselves reaching the end of their service life. Without them, maintenance slows down and reliance on external support increases. To address this, Spain has launched replacement programs through the NATO Support and Procurement Agency, investing in new automated testing systems to ensure continued operational support.

The primary driver behind this extension is the delayed timeline of the Future Combat Air System (FCAS), Europe’s next-generation air combat program. Entry into service is now expected beyond 2040, creating a capability gap that must be filled by existing platforms. For Spain, this gap is particularly sensitive given its NATO commitments and the need to sustain a credible fighter force.

Efforts to mitigate this situation include the acquisition of new Eurofighter Typhoon jets under the Halcón programs. However, these aircraft will not fully replace the F-18 fleet, especially in key bases such as Zaragoza and Torrejón. The transition will be gradual, requiring both platforms to operate side by side for longer than originally planned.

At the same time, the decision not to acquire the Lockheed Martin F-35 Lightning II has removed the only available fifth-generation option that could have bridged the gap. As a result, extending the life of the F-18 has become the only viable path forward.

This strategy comes at a significant financial cost. Spain has already committed hundreds of millions of euros to sustainment contracts, including spare parts sourced from the United States and critical components such as the General Electric F404 engines. These investments underscore a key reality: life extension is not an optimal solution, but a necessary one.

Ultimately, Spain’s current position reflects a combination of industrial delays, political choices, and budgetary constraints. The outcome is a forced balance, in which a legacy fourth-generation fighter must remain in service far longer than originally intended.

Extending the F-18’s operational life ensures continuity in the short and medium term. However, it also highlights the difficulty of maintaining a fully modern air force under current conditions. In an increasingly demanding strategic environment, keeping a combat aircraft in service for half a century is less a sign of strength than of constrained adaptation.

The real challenge ahead will not be keeping these aircraft flying, but ensuring that the transition to the next generation does not repeat the same structural gaps.

🇬🇧 UK completes initial F-35B batch as future plans remain unclear

 

The United Kingdom has taken delivery of the final F-35B Lightning II from its initial 48-aircraft order, marking the completion of the programme’s first acquisition phase.

In practice, the fleet stands at 47 aircraft, following the loss of one airframe during a 2021 incident involving the HMS Queen Elizabeth.

The aircraft are jointly operated by the Royal Air Force and Royal Navy, primarily through 617 Squadron based at RAF Marham. This joint model underpins both land-based and carrier operations.

Recent deliveries have been made in the F-35’s Technical Refresh 3 (TR-3) configuration, which has yet to achieve full operational certification, leaving part of the fleet not fully cleared for combat use.

Operationally, the aircraft are already in active use. A contingent is currently deployed to RAF Akrotiri, where they have been involved in defensive missions across the eastern Mediterranean and the Middle East. These include air defence tasks over Bahrain, Jordan, Qatar and the United Arab Emirates amid heightened regional tensions. 

Beyond this milestone, the next phase of the programme remains undefined. The UK’s long-delayed Defence Investment Plan is expected to clarify future procurement.

Current planning, however, indicates a shift. The next tranche—originally expected to consist of 27 additional F-35Bs—is being revised to include a mixed fleet, with 12 F-35A Lightning II for the RAF. These aircraft are intended to restore the UK’s nuclear delivery capability within NATO frameworks.

While the UK maintains a long-term requirement for up to 138 aircraft, no clear timeline or firm commitment exists for reaching that figure. The programme has therefore entered a transition phase, with key structural decisions still pending.

🇺🇸 US F-35s begin replacing F-16s in Japan

 

The United States Air Force has begun deploying F-35 Lightning II aircraft to Misawa Air Base, marking the start of a transition from the ageing F-16C Fighting Falcon fleet. An initial contingent arrived over the weekend and has been assigned to the 13th Fighter Squadron.

The deployment follows earlier plans announced in 2024 to replace the 36 F-16s based at Misawa with a total of 48 F-35As. The arrival of the first aircraft represents the initial phase of that transition rather than a complete replacement.

The F-16 has been a long-standing component of US presence in Japan, but increasing maintenance demands and evolving operational requirements have driven the shift toward fifth-generation platforms. The introduction of the F-35 brings enhanced stealth, sensor fusion and survivability.

The transition is expected to take place progressively as additional aircraft are delivered. Misawa will remain a key location in the evolving US air posture in the Indo-Pacific.