Boeing Moves Second MQ-25 Drone Tanker Toward Testing to Free U.S. Navy Fighter Jets for Combat.

Boeing has moved the second MQ-25A Stingray unmanned tanker to MidAmerica St. Louis Airport in Illinois for final assembly ahead of ground testing, advancing a U.S. Navy program intended to extend carrier air wing reach. The aircraft is designed to assume aerial refueling duties currently performed by some F/A-18E/F Super Hornets, freeing more fighters for combat missions.

Boeing’s second MQ-25A Stingray drone tanker moves to MidAmerica St. Louis Airport for final assembly ahead of ground testing. Designed to assume refueling duties currently performed by Super Hornets, the MQ-25A will help free more U.S. Navy fighters for combat missions. (Picture source: Boeing Defense)

The transfer comes as the program progresses toward initial production. In September 2026, Boeing announced that the U.S. Navy had ordered three MQ-25A aircraft under the first low-rate initial production lot, bringing the total under contract to 14. The U.S. Navy expects deliveries from that production lot to begin in 2029, while development aircraft continue testing.

Boeing Defense disclosed on its X account on October 26, 2026, that the second aircraft moved from St. Louis to MidAmerica Airport in Mascoutah. The announcement did not specify when ground testing would begin or provide a first-flight date. The transfer marks an assembly milestone, but further evaluations are required before this aircraft can support deployed carrier operations.

The MQ-25 Stingray is a Boeing-developed unmanned aerial refueling aircraft designed to launch from and recover aboard U.S. Navy aircraft carriers. Its primary mission is to transfer fuel to embarked aircraft, increasing their range and endurance while supporting safe recovery aboard ship. It will take over refueling assignments from Super Hornets rather than replace them as combat aircraft.

Related Topic: US Navy tests long-range control of MQ-25A tanker drone from aircraft carrier to extend fighter combat range

The U.S. Navy’s stated development objective is to deliver at least 14,000 pounds (approximately 6,350 kg) of fuel 500 nautical miles (926 km) from the carrier. Achieving that requirement would give commanders greater flexibility to support longer missions and sustain aircraft farther from the ship. It remains a development objective and should not be interpreted as a performance result demonstrated by the second aircraft’s transfer.

Super Hornets currently perform “buddy refueling” by carrying external fuel tanks and a refueling pod that transfers fuel through a hose and drogue. This lets one fighter support other aircraft, but it also ties up aircraft, flight hours, and maintenance resources for tanker duties. A dedicated unmanned tanker would reduce that burden and let more of the existing fighter force focus on strike, air defense, and escort operations.

The operational change could extend beyond the number of fighters available for an individual mission. A dependable U.S. Navy drone tanker could sustain patrols, support aircraft operating farther out, and provide additional fuel as returning aircraft await recovery. These benefits will depend on demonstrated fuel delivery, reliability, and sortie generation, as well as the aircraft’s ability to fit into the carrier’s tightly coordinated launch and recovery schedule.

Boeing’s earlier T1 demonstrator established an important technical foundation by transferring fuel to an F/A-18 Super Hornet, an E-2D Advanced Hawkeye, and an F-35C Lightning II. Those demonstrations showed the feasibility of unmanned refueling with several carrier aircraft types. They remain distinct from qualifying the Navy’s MQ-25A development aircraft and the complete system for operational service.

Powered by a single Rolls-Royce AE 3007N turbofan, the Stingray incorporates folding wings to reduce its footprint aboard ship. Its design must accommodate crowded flight decks, hangar movements and the maritime environment. For the Navy, successful integration therefore depends as much on aircraft handling, maintenance and shipboard compatibility as on airborne performance.

The MQ-25A combines autonomous flight functions with human supervision through its mission control system. Air vehicle pilots issue commands and monitor aircraft performance without being aboard. Reliable communications, compatible shipboard control equipment, and predictable behavior around crewed aircraft are essential to making this arrangement practical during carrier operations.

The second aircraft arrives after the first U.S. Navy MQ-25A’s maiden flight on April 25, 2026. That approximately two-hour sortie evaluated basic handling and performance and began airborne testing of the U.S. Navy’s aircraft after earlier work with the T1 demonstrator. Final assembly and ground testing will prepare the second aircraft for subsequent evaluations, although Boeing’s latest announcement does not establish when it will join flight testing.

Moving another Stingray toward testing is an incremental step toward a potentially significant change in carrier aviation. The intended payoff is greater reach for embarked aircraft and more Super Hornets available for combat. Delivering that capability will require the MQ-25A to demonstrate consistent refueling performance and reliable operations within the demanding daily cycle of a deployed aircraft carrier.

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Written by Alain Servaes – Chief Editor, Army Recognition Group
Alain Servaes is a former infantry non-commissioned officer and the founder of Army Recognition. With over 20 years in defense journalism, he provides expert analysis on military equipment, NATO operations, and the global defense industry.