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  • France to launch fifth Suffren-class nuclear attack submarine Rubis in Normandy for long-range strikes

    On October 16, 2026, France began transferring the Rubis, its fifth Suffren-class nuclear attack submarine, from Naval Group’s construction hall in Cherbourg to the Cachin basin launching platform, ahead of final outfitting, launch preparations, and subsequent trials. (Picture source: Naval Group)

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    On October 16, 2026, Naval Group and the French Directorate General of Armaments (DGA) transferred the Rubis (S639), France's fifth Suffren-class nuclear-powered attack submarine, from its Cherbourg construction hall to the Cachin basin launch facility. The industrial maneuver advances the €9.1 billion Barracuda acquisition program managed by the DGA to replace legacy first-generation attack submarines. The event initiates dockside system integration, propulsion checks, and sea trials before formal delivery and operational commissioning with the French Navy.

    On October 16, 2026, France began transferring the Rubis, its fifth Suffren-class nuclear attack submarine, from Naval Group’s construction hall in Cherbourg to the Cachin basin launching platform, ahead of final outfitting, launch preparations, and subsequent trials. (Picture source: Naval Group)

    On October 16, 2026, France began transferring its fifth Suffren-class nuclear-powered attack submarine, the Rubis (S639), from Naval Group's Cherbourg construction hall to the launching installation in the Cachin basin, Normandy. The operation was attended by Armed Forces Minister Catherine Vautrin, Director General of Armaments Patrick Pailloux, and senior French Navy commanders Alban Lapointe and Xavier Petit. The transfer precedes the submarine's initial flotation, remaining outfitting work, dockside trials, propulsion testing, and sea trials, which must be completed before the Rubis' acceptance by the French Navy. Built by Naval Group with a nuclear propulsion plant supplied by TechnicAtome, the submarine belongs to the six-boat Barracuda program managed by the French Directorate General of Armaments (DGA).

    The new SSN class replaces the Rubis-class nuclear attack submarines introduced in 1983, nearly doubling submerged displacement from 2,670 to 5,300 tonnes while maintaining France's planned inventory of six nuclear-powered attack submarines. The new Rubis inherits its name from the Saphir-class minelaying submarine Rubis (Q145), laid down at Toulon on April 3, 1929, launched on September 30, 1931, and commissioned on April 4, 1933. Measuring 65.9 m long, 7.1 m wide, and displacing 940 tonnes submerged, it carried 42 sailors, three 550 mm torpedo tubes, two 400 mm tubes, a 75 mm deck gun, machine guns, and 32 Sautter-Harlé HS4 mines, each containing 220 kg of explosives. Two diesel engines produced 1,300 hp, while electric motors provided another 1,100 hp, allowing the Q145 to reach 12 knots (22 km/h) surfaced and 9 knots (17 km/h) submerged, for an operating depth of 80 m.

    The mines were carried in sixteen external vertical shafts, two per shaft, and released underwater using compressed air, allowing the submarine to establish minefields without surfacing. The Rubis joined the Free French Naval Forces at Dundee in June 1940 and conducted operations off Norway and in the Bay of Biscay. The Rubis sank 22 ships during World War II, including 11 German warships, the German submarine U-702 on March 31, 1942, and damaged at least two additional vessels, while its wartime record included 683 mines laid across 28 combat missions. Awarded the Cross of Liberation and War Cross 1939-1945, it was withdrawn in October 1949, was deliberately sunk off the French Mediterranean coast on January 31, 1958, and its name has subsequently been retained within France's nuclear submarine force. 

    Four Suffren-class submarines have been delivered since 2020, but only three had entered active service by October 2026. The Suffren (S635) was delivered on November 6, 2020, and entered active service in 2022, followed by the Duguay-Trouin (S636) in 2024 and the Tourville (S637) in 2025. The De Grasse (S638) was delivered in June 2026 but was still awaiting operational admission, while the Rubis (S639) was approaching launch and the Casabianca (S640) remained under construction and is scheduled for delivery by 2030 to complete a submarine acquisition program initiated in October 1998. The Rubis must now complete internal equipment installation, conduct initial flotation, check electrical and propulsion systems alongside the dock, and undertake sea trials to validate navigation, diving, acoustic performance, and weapon-related systems.

    The first submarine required nearly two years between delivery and active service, as the French Navy must complete crew training, operational evaluations, and certification before incorporating a new submarine into routine deployments. Each Suffren-class submarine measures 99.5 m long and 8.8 m wide, has a draft of 7.3 m, and displaces 4,650 tonnes surfaced and 5,300 tonnes submerged. Compared with the preceding Rubis-class, measuring 73.6 m long and 6.4 m in hull diameter, the new class is 35.2% longer, 37.5% wider, and 98.5% heavier underwater, providing additional space for weapons, sensors, machinery isolation, and special operations equipment. Its K15 pressurized-water nuclear reactor generates 150 MW of thermal power, which is supplied to a propulsion machinery incorporating two 10 MW turbo-alternators, mechanical and electrical drive arrangements, and a shrouded pump-jet propulsor instead of a conventional propeller.

    The submarine exceeds 25 knots (46 km/h) submerged, reaches 14 knots (26 km/h) surfaced, operates at depths exceeding 350 m, and increases endurance from 45 days aboard Rubis-class submarines to 75 days. The submarine accommodates 60 to 65 sailors plus ten combat swimmers, possesses emergency MAN diesel generators, and pushes back nuclear fuel maintenance intervals from seven to ten years. Four 533 mm torpedo tubes provide access to a nominal weapons capacity of 24, including 20 internal storage positions, compared with 14 weapons aboard the Rubis-class. Armament includes F21 Artemis heavyweight torpedoes with a 50 km engagement range, SM39 Exocet Mod 2 anti-ship missiles with a 50 km range, and Naval Cruise Missiles (MdCN) capable of striking fixed land targets beyond 1,000 km. The Suffren-class can therefore attack inland installations while remaining submerged offshore, a mission unavailable to the preceding Rubis-class.

    FG29 naval mines can also be carried, with two mines occupying one storage position. An eight-missile MdCN load would theoretically leave sixteen positions for torpedoes and other weapons, including those already loaded in the tubes. This 71.4% increase in ammunition capacity permits the magazine to be adjusted for mining, anti-submarine warfare, surface attacks, or land strikes. The lead submarine also completed qualification firings of F21 torpedoes, SM39 Exocet missiles, and MdCN cruise missiles, validating the class's three principal categories of offensive weapons. Underwater surveillance relies on Thales' UMS-3000 acoustic suite, which combines a bow-mounted sonar, two flank arrays, and a DSUV 62C very-low-frequency towed array for passive submarine detection. The SeaClear obstacle- and mine-avoidance sonar, the Velox-M8 interception equipment, and the NUSS-2F Mk2 navigation echo sounder supplement these sensors.

    For its part, the Sycobs combat management system integrates acoustic tracks, navigation, and weapon control within an onboard architecture comprising 200 software applications and 21 million lines of code. Communications include Thales' Partner, a Divesat mast for Syracuse satellite connectivity, X-Sub expendable buoys, as well as compatibility with Link 11, Link 16, and Link 22 tactical data links. Two nonpenetrating optronic masts provide surface observation, while the Nemesis torpedo-defense system and Canto-S acoustic decoys are intended to interfere with incoming torpedo guidance. For special operations, the submarine can carry a removable dry deck shelter that accommodates underwater swimmer delivery vehicles; in March 2026, a Suffren-class submarine also demonstrated the deployment and recovery of a U.S.-built Razorback underwater drone off Toulon. 

    Initiated in October 1998, the Barracuda program entered design development in 2002 and construction in 2007, with the lead submarine delivered thirteen years later. The six-submarine acquisition costs €9.1 billion, including an indicative recurring construction cost of €1 billion per Suffren submarine, excluding development, infrastructure, and other nonrecurring expenditure. Each submarine contains 700,000 components, 70,000 assemblies, 500 systems and subsystems, 150 km of electrical cables, and 20 km of piping. The construction of the lead submarine required an estimated 50 million working hours within the principal industrial organizations and another 20 million among subcontractors. More than 10,000 personnel and 800 companies have participated across France, with 3,000 direct jobs mobilized daily, including 800 in subcontracting.

    Naval Group handles the hull construction, TechnicAtome supplies the reactor and associated nuclear propulsion equipment, the French Atomic Energy and Alternative Energies Commission contributes nuclear engineering expertise, and the DGA oversees procurement and acceptance. The replacement of the Rubis-class by the Suffren-class changes the missions France can conduct with an unchanged six-submarine attack fleet. The earlier submarines were primarily equipped for anti-submarine warfare, anti-ship engagements, intelligence collection, and protection of naval forces, while the Suffren-class adds land attacks at ranges exceeding 1,000 km, submerged special forces insertion, and unmanned underwater reconnaissance. Its endurance theoretically permits 55 days on station after twenty days of combined transit, compared with 25 days for the Rubis-class, a 120% increase in potential time within the operational area under those assumptions.

    The weapon inventory provides ten additional weapons compared with its predecessor, permitting mixed loads of heavyweight torpedoes, anti-ship missiles, cruise missiles, and mines, although increasing the number of cruise missiles reduces capacity for other ammunition. The combination of flank-mounted sonar arrays, a very-low-frequency towed array, machinery isolation, and pump-jet propulsion improves the conditions for passive tracking and covert surveillance, particularly when protecting French ballistic missile submarines. Finally, the ability to embark ten combat swimmers and operate a removable dry deck shelter permits covert insertion and recovery of special operations personnel, while underwater drones can now extend reconnaissance beyond the submarine's immediate position.

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    Written by Jérôme Brahy

    Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, South Korea, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.

  • U.S. Navy Aircraft Carrier USS Theodore Roosevelt in Japan for Keen Sword 2027 May Deploy to Middle East

    If deployed to the Middle East after Keen Sword 2027, the USS Theodore Roosevelt would become the fifth U.S. aircraft carrier to operate against Iran since the war began on February 28, 2026, following the USS Abraham Lincoln, USS Gerald R. Ford, USS George H.W. Bush, and USS George Washington. (Picture source: US DoD)

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    The U.S. Navy aircraft carrier USS Theodore Roosevelt (CVN 71) has arrived at Yokosuka Naval Base in Japan ahead of exercise Keen Sword 2027, marking the carrier’s first visit to the base and the operational debut of Leidos’ Seahawk unmanned surface vessel alongside Carrier Strike Group 9. The deployment adds an unmanned maritime capability to the strike group as it prepares for joint operations in the Indo-Pacific.

    If deployed to the Middle East after Keen Sword 2027, the USS Theodore Roosevelt would become the fifth U.S. aircraft carrier to operate against Iran since the war began on February 28, 2026, following the USS Abraham Lincoln, USS Gerald R. Ford, USS George H.W. Bush, and USS George Washington. (Picture source: US DoD)

    The U.S. Navy aircraft carrier USS Theodore Roosevelt (CVN 71) has arrived at Yokosuka Naval Base, Japan, ahead of the Keen Sword 2027 exercise, with the cruiser USS Chosin (CG 65) and destroyer USS Decatur (DDG 73) ahead of it. The visit marks Theodore Roosevelt’s first port call at Yokosuka and the first by a U.S. aircraft carrier not permanently based in Japan since USS Abraham Lincoln visited in May 2022. Carrier Strike Group 9, commanded by Rear Adm. Marcos Jasso and comprising approximately 5,000 sailors and Marines, is also deployed with Leidos’ Seahawk unmanned surface vessel, marking the first deployment of a large unmanned vessel alongside an operational U.S. carrier strike group. Theodore Roosevelt arrived at Yokosuka on October 16, 2026, ahead of Keen Sword, scheduled from October 19 to October 29, 2026.

    Keen Sword 2027 will involve approximately 45,000 Japanese personnel, 6,100 vehicles, 40 vessels, and 260 aircraft, with additional participation from U.S. forces and six partner countries. After the exercise, USS Theodore Roosevelt could receive further tasking, including a possible deployment to the Middle East to relieve USS George Washington, although the U.S. Navy has not confirmed a transfer date or follow-on deployment. Theodore Roosevelt departed San Diego on September 27 and reached Japan 19 days later after Pacific operations that included an October 10 replenishment with USS Chosin. Commissioned in 1986, the Nimitz-class carrier measures 332.8 meters, displaces more than 100,000 tonnes, and is powered by two A4W nuclear reactors driving four shafts at speeds exceeding 30 knots.

    Its air wing includes F/A-18E/F Super Hornets, EA-18G Growlers, E-2D Hawkeyes, and MH-60 helicopters; the USS Chosin, a Ticonderoga-class cruiser commissioned in 1991, carries 122 Mk 41 vertical-launch cells for Standard Missiles, Tomahawks, and anti-submarine weapons, while the USS Decatur, an Arleigh Burke-class Flight I destroyer commissioned in 1998, adds 90. The actual missile loads and embarked aircraft numbers remain undisclosed. Commanded by Capt. Will Mathis, the carrier will use its three-day Yokosuka stop for resupply, maintenance, and coordination with Japanese naval units before joining Keen Sword. Keen Sword 2027 will involve U.S. Indo-Pacific Command, U.S. Forces Japan, U.S. Army Pacific, Pacific Fleet, Pacific Air Forces, and Marine Corps Forces Pacific, alongside Japan and six partner countries: Canada, France, Germany, the Netherlands, New Zealand, and the Philippines.

    Japan will contribute 45,000 personnel, 6,100 vehicles, 40 vessels, and 260 aircraft to activities spanning across the Ryukyu Islands, Kyushu, Okinawa, and surrounding waters. Training includes coastal missile deployments, integrated live firing, autonomous surveillance, and aircraft dispersal. Twelve F-15 fighters will disperse from Naha, while runway repair exercises at Hyakuri between October 22 and 26 will examine the restoration of airfield operations after damage. The combination tests whether aircraft can relocate with fuel, weapons, maintenance crews, and communications equipment while damaged runways are repaired, two requirements for sustaining sorties during potential attacks on Japanese air bases. Carrier Strike Group 9 also comprises the Seahawk USV, built by Leidos, a composite trimaran displacing 147.3 tonnes, with two outriggers and a 53,000-liter fuel capacity.

    Its development followed DARPA's 2010 Anti-Submarine Warfare Continuous Trail program, which awarded Leidos $59 million for the earlier Sea Hunter in 2012 and $35.5 million for the Seahawk in 2017. Delivered on April 7, 2021, the Seahawk incorporated more than 300 lessons from Sea Hunter, whose performance included 27 knots maximum speed, 12 knots cruising speed, and a projected 10,000-nautical-mile range. The Seahawk uses Leidos Autonomous Vessel Architecture for collision avoidance, restricted-area navigation, remote supervision, communications failover, and waypoint navigation during GPS interruptions. Leidos' autonomous vessels have collectively accumulated more than 200,000 nautical miles and 14,000 operating hours, figures not attributable solely to Seahawk. Refueling trials with USNS Guadalupe in April 2026 and USS Chafee on September 11 established astern fuel-transfer procedures, but both required personnel aboard Seahawk. 

    Keen Sword will concentrate U.S. Marine Corps anti-ship and air defense deployments across Japan's southwestern islands, and includes the first deployment of the NMESIS and MADIS systems to Yonaguni, situated 113 km from Taiwan, to cover the East China Sea and approaches to Taiwan. Approximately 60 Army and Marine Corps personnel will support the deployment, while both systems will also return to Ishigaki after training there in September 2025. The NMESIS carries two Naval Strike Missiles on an unmanned JLTV launcher, with an engagement range exceeding 185 km; the MADIS combines Stinger missiles, a 30 mm cannon, a 7.62 mm machine gun, and surveillance equipment across two JLTV-based vehicles. Tanegashima will host NMESIS, MADIS, and HIMARS, with additional MADIS training at Kirishima on Kyushu.

    Japan will deploy its Type 25 surface-to-ship missile outside Camp Kengun for the first time since March 31, 2026, to conduct anti-ship training at Onobaru and Kengun. The Type 25's nominal 1,000-km range extends potential coverage across much of the East China Sea, but no live firing of these missile systems is scheduled. On October 19-20, Japanese forces will conduct a separate integrated live firing at Oki Daito with two AH-64D Apache helicopters, four F-2 fighters, a Hyuga-class helicopter carrier, a destroyer, and a Mogami-class frigate. The helicopters will operate from the naval formation, while a MQ-35 V-BAT drone will provide observation support, following earlier Japanese shipboard training aboard the JS Kumano.

    A separate one-day demonstration between October 19 and 23 will involve STR8's Ghostwake unmanned surface vessel (USV) off White Beach, Okinawa, operated by the 12th Marine Littoral Regiment and Unmanned Surface Vessel Squadron 7 with Japanese personnel observing. The Ghostwake will demonstrate autonomous maritime surveillance rather than live weapons employment. An autonomous resupply exercise from Shibushi Port to three locations on Tanegashima was cancelled on October 7. Neither Ghostwake's integration with Seahawk nor the transmission of weapons-quality targeting information from V-BAT has been confirmed. The USS Theodore Roosevelt's deployment follows the transfer of the USS George Washington from Japan to the Middle East on August 19, 2026, to relieve the USS Abraham Lincoln.

    The U.S. Navy USS Abraham Lincoln departed San Diego on November 21, 2025, entered the Middle East in January 2026, and participated in Operation Epic Fury and the blockade of Iranian ports. Its extended deployment included 265 consecutive days at sea before arriving in Thailand on September 2, exceeding the USS Dwight D. Eisenhower's 206-day 2020 benchmark by 59 days. The USS George Washington's departure temporarily removed the permanently forward-deployed U.S. carrier from Japan, as the USS George H.W. Bush was also operating in the Arabian Sea in early October. For its part, the three-ship Makin Island Amphibious Ready Group departed San Diego on September 28 with the 13th Marine Expeditionary Unit. The USS Theodore Roosevelt could subsequently relieve the USS George Washington, but its next assignment remains unconfirmed, and such a rotation would not necessarily increase the sustained carrier presence in the Middle East.

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    Written by Jérôme Brahy

    Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, South Korea, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.

  • China Unveils YJ-9ER Anti-Ship Missile With Double Range Against Fast-Moving Warships

    Illustrative image of a Taiwan Tuo Chiang-class missile corvette at sea, with an inset showing a YJ-9 family anti-ship missile. China’s newly unveiled YJ-9ER is reported to double the engagement range of the earlier weapon, potentially increasing the threat to fast, missile-armed surface combatants operating around Taiwan. (Picture source: Army Recognition / AI generated image)

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    China has unveiled the YJ-9ER extended-range air-launched anti-ship missile, reportedly doubling the engagement distance of its existing YJ-9 weapon system to strengthen the People's Liberation Army's ability to strike small, fast-moving surface warships, including Taiwan's Tuo Chiang-class missile corvettes. The upgraded missile is reported to reach 30 km when launched from helicopters and 60 km from fixed-wing aircraft, compared with 15 km and 30 km, respectively, for the earlier version.

    Illustrative image of a Taiwan Tuo Chiang-class missile corvette at sea, with an inset showing a YJ-9 family anti-ship missile. China’s newly unveiled YJ-9ER is reported to double the engagement range of the earlier weapon, potentially increasing the threat to fast, missile-armed surface combatants operating around Taiwan. (Picture source: Army Recognition / AI-generated image)

    The YJ-9ER extended-range missile has recently emerged in public displays, highlighting China's effort to give naval aviation greater stand-off capability against small, fast-moving surface combatants. Its longer reach could let Chinese helicopters and combat aircraft launch anti-ship attacks from farther away, reducing exposure to short-range naval defenses during operations around Taiwan.

    The YJ-9ER is an evolution of China's YJ-9 lightweight air-launched anti-ship missile, designed primarily to engage patrol vessels, fast attack craft, missile boats, and other relatively small naval targets. Unlike heavier anti-ship missiles intended for major surface combatants, the YJ-9 family offers a lighter weapon suitable for aircraft conducting coastal strike missions, allowing larger missiles to be reserved for higher-value naval targets.

    Related Topic: China Developed a Hypersonic Glide Vehicle Capable of Launching Air-to-Air Missiles at Extreme Range.

    The original YJ-9 reportedly weighs about 105 kg, measures 2.58 meters long, and carries a warhead of around 30 kg. Its reported subsonic speed of Mach 0.7 to 0.85 reflects a weapon intended to defeat smaller surface vessels rather than heavily protected warships. The precise dimensions, propulsion characteristics, warhead configuration, and total weight of the extended-range YJ-9ER have not been independently confirmed.

    The principal improvement is the increased distance at which aircraft can release the missile. Extending helicopter-launch range from 15 to 30 km could provide crews with greater tactical flexibility against hostile vessels, while the reported 60 km fixed-wing launch range offers additional separation from shipborne defenses. However, effective strikes would still require reliable target detection, identification, and tracking, particularly against fast-moving warships operating close to coastlines.

    The YJ-9ER was reportedly displayed publicly at the 2026 Egypt International Airshow, with Chinese defense media discussing the upgraded missile in September. Although these reports describe a doubling of engagement range, publicly available information has not established whether the improvement results from changes to propulsion, missile aerodynamics, flight management, or a combination of modifications. No independently verified operational test results have confirmed the maximum engagement distances.

    The missile family is particularly relevant to Chinese naval aviation, which operates shipborne helicopters for maritime surveillance and anti-surface warfare. The People's Liberation Army Navy has previously demonstrated Z-9D helicopters armed with YJ-9 missiles during exercises involving moving surface targets. If integrated with these helicopters, the YJ-9ER could extend their reach against small missile-armed vessels and increase the defensive options available to Chinese naval formations operating in contested waters.

    Taiwan's Tuo Chiang-class missile corvettes represent a relevant potential target because of their high speed, reduced radar signature, and substantial anti-ship firepower. The improved vessels displace approximately 685 tonnes, can exceed 40 knots, and carry Hsiung Feng II and Hsiung Feng III anti-ship missiles. Their armament also includes a 76 mm naval gun, a Phalanx close-in weapon system, and Sea Sword II surface-to-air missiles, enabling these relatively small warships to threaten larger Chinese vessels while retaining defensive capabilities against aerial attacks.

    For the Chinese Navy, an extended-range lightweight missile could complement heavier anti-ship weapons by providing a more proportionate means of engaging corvettes, missile boats, and patrol craft. Such a capability would matter in a Taiwan Strait contingency, where Taiwanese forces could use fast, mobile warships to launch dispersed attacks against Chinese surface groups or amphibious formations.

    Nevertheless, the YJ-9ER's reported 30 km helicopter-launch range would not automatically place its carrier aircraft beyond the defensive reach of Tuo Chiang-class corvettes. Their Sea Sword II air defense missiles, electronic countermeasures, and close-in defensive systems could complicate attacks, while the corvettes' speed and operations near coastal terrain create additional targeting challenges. The missile's effectiveness would depend on launch conditions, sensor performance, engagement geometry, and the ability to maintain accurate targeting information.

    The development also reflects the growing importance of naval aviation in countering Taiwan's asymmetric maritime strategy. Taipei has invested in fast missile corvettes to distribute anti-ship firepower across smaller, more mobile vessels that can exploit Taiwan's coastal geography. A longer-range Chinese air-launched missile could increase the threat to these warships and force Taiwanese commanders to devote more attention to air-defense coordination, electronic warfare, and tactical dispersion.

    However, the YJ-9ER's public appearance does not establish that it has entered operational service with the People's Liberation Army Navy. Its production status, deployment schedule, completed qualification testing, and compatibility with specific Chinese helicopters or fixed-wing aircraft remain unconfirmed. The reported 30 km and 60 km ranges should therefore be regarded as publicly described performance figures rather than independently demonstrated operational capabilities.

    Strategically, the YJ-9ER illustrates China's effort to expand its ability to counter Taiwan's smaller missile-armed warships without relying exclusively on heavier anti-ship weapons. If the reported range improvements are validated and the missile enters naval aviation service, it could increase the flexibility of Chinese maritime strike operations and complicate the employment of Tuo Chiang-class corvettes during a blockade or broader Taiwan Strait conflict. Its ultimate military value will depend on reliable targeting, successful aircraft integration, and performance against modern shipborne defenses.

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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.

  • US Navy confirms first deployment of unmanned warship alongside aircraft carrier strike group

    The U.S. Navy confirmed the first deployment of an unmanned surface vessel, the Leidos Seahawk, alongside the USS Theodore Roosevelt carrier strike group, which arrived in Yokosuka, Japan, on October 16, 2026, ahead of Exercise Keen Sword 2027. (Picture sources: US Navy)

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    On October 14, 2026, Acting Secretary of the U.S. Navy Hung Cao confirmed that the USS Theodore Roosevelt (CVN-71) Carrier Strike Group deployed from San Diego with the Leidos Seahawk medium unmanned surface vessel. The historic deployment marks the first time a U.S. aircraft carrier strike group has integrated an ocean-going autonomous ship into active fleet operations. The deployment evaluates whether long-endurance autonomous vessels can sustain operational availability, communications, and navigation alongside conventional surface combatants during extended Pacific missions.

    The U.S. Navy confirmed the first deployment of an unmanned surface vessel, the Leidos Seahawk, alongside the USS Theodore Roosevelt carrier strike group, which arrived in Yokosuka, Japan, on October 16, 2026, ahead of Exercise Keen Sword 2027. (Picture sources: US Navy)

    On October 14, 2026, Acting Secretary of the U.S. Navy Hung Cao confirmed that the USS Theodore Roosevelt (CVN-71) Carrier Strike Group (CSG) had deployed with a medium unmanned surface vessel (MUSV), later identified as the Leidos Seahawk USV, marking the first U.S. aircraft carrier strike group deployment including an ocean-going autonomous ship. The carrier departed San Diego on September 27 under Rear Admiral Marcos Jasso, heading toward the Western Pacific before a planned deployment to the Middle East. On October 16, the USS Theodore Roosevelt, USS Chosin (CG-65), and USS Decatur (DDG-73) arrived at Yokosuka, Japan, ahead of Exercise Keen Sword 2027. The Seahawk, a 42-meter trimaran displacing 147 metric tonnes, joined the deployment after entering the operational fleet in April 2026 and participating in RIMPAC 2026. The deployment tests whether an unmanned vessel can maintain navigation, communications, replenishment, and operational availability throughout a carrier deployment.

    The Seahawk originates from DARPA's Anti-Submarine Warfare Continuous Trail Unmanned Vessel (ACTUV) program, launched in 2010 to develop autonomous ships capable of tracking diesel-electric submarines without continuously assigning destroyers or maritime patrol aircraft. In November 2012, Leidos received $59 million to develop the Sea Hunter, constructed by Christensen Shipyards and Vigor Industrial in Portland, Oregon. Christened on April 7, 2016, the Sea Hunter completed initial propulsion, maneuverability, stability, and fuel-consumption trials in June before transferring to the Office of Naval Research in February 2018. A separate $35.5 million contract awarded in December 2017 funded the Seahawk, incorporating more than 300 lessons concerning electrical systems, payload integration, and remote controls. Delivered on April 7, 2021, the Seahawk expanded the original submarine-tracking concept toward maritime surveillance and fleet operations, with the two development contracts totaling $94.5 million rather than establishing a recurring production price.

    According to available information, the Seahawk USV measures 41.1 to 42 meters, displaces 145 long tons (147.3 metric tonnes), and uses a composite trimaran hull with two outriggers to provide transverse stability. Its diesel propulsion system draws from a 53,000-liter fuel capacity, equivalent to 14,000 US gallons or 39.8 metric tonnes of diesel at a density of 0.75 kg/liter. Its predecessor, the Sea Hunter, reached 27 knots (50 km/h), cruised at 12 knots (22 km/h), and had a reference range of 10,000 nautical miles (18,520 km), equivalent to 34.7 days of continuous cruising. The original endurance objective extends from 30 to 90 days, with operation required in Sea State 5 and survival in Sea State 7, involving waves reaching 6.1 meters. The Seahawk's independently verified maximum speed, consumption with installed mission equipment, and deployment endurance remain unquantified, preventing direct application of Sea Hunter's performance figures.

    The Seahawk likely operates through the Leidos Autonomous Vessel Architecture (LAVA), combining radar, optical sensors, route planning, propulsion control, and collision avoidance under the International Regulations for Preventing Collisions at Sea. Predefined Keep Out Zones allow automatic course changes near restricted waters, while onboard computers execute routine navigation under remote human supervision. The Seahawk has demonstrated waypoint navigation without GPS, subsequently restoring satellite positioning without leaving its assigned track, although navigation error and interruption duration remain unspecified. Redundant communications paths support continued supervision when the primary connection fails, an important requirement for operations beyond direct radio range. These functions allow the Seahawk to navigate among commercial vessels and naval formations without continuous steering commands.

    The Seahawk's deployment follows successive fleet experiments involving increasingly complex operations. The Sea Hunter completed initial trials between 2016 and 2018, while both vessels participated in RIMPAC-related activities in 2022. Integrated Battle Problem 23.1 and 23.2 in 2023 involved the Seahawk, Sea Hunter, Ranger, and Mariner USVs, including trans-Pacific movements and operations near Australia to examine communications and coordination among four unmanned ships. The Sea Hunter separately completed an autonomous transit exceeding 2,000 nautical miles (3,704 km) between Pearl Harbor and San Diego. During RIMPAC 2026, the USS Theodore Roosevelt personnel already operated the Seahawk near Hawaii before its deployment. Leidos has now accumulated more than 200,000 nautical miles (370,400 km) and 14,000 operating hours across its autonomous maritime systems, although these totals cannot establish the Seahawk's individual part or maintenance burden during months of carrier operations.

    Underway replenishment remains a requirement for sustained autonomous operations. Therefore, in April 2026, the fleet oiler USNS Guadalupe (T-AO-200) refueled the Seahawk off Southern California, followed by a September 11 trial with the destroyer USS Chafee (DDG-90) in the Pacific. Both involved fuel transfer through a hose and personnel temporarily boarding the Seahawk, demonstrating replenishment compatibility rather than fully autonomous refueling. Using the Sea Hunter's reference range and 14,000-gallon capacity, theoretical consumption could average to 1.4 US gallons per nautical mile, or 403 gallons daily at 12 knots, although actual Seahawk consumption logically varies with speed, sea conditions, and electrical loads. Neither the transferred quantities nor the additional endurance obtained have been specified. Operationally, each replenishment requires escort maneuvering, personnel transfer, and logistical coordination, potentially diverting a destroyer from surveillance or defensive duties.

    The Seahawk could potentially change U.S. carrier tactics by separating surveillance missions from the armed escorts protecting the formation. An Arleigh Burke-class destroyer carries 90 or 96 Mk 41 vertical launch cells, depending on its flight configuration, alongside Aegis, sonar systems, and embarked helicopters, making its withdrawal from an assigned defensive sector operationally consequential. An unmanned vessel equipped with suitable sensors could instead monitor maritime approaches or suspected submarine operating areas while destroyers retain their air defense and engagement positions.

    At the Sea Hunter's reference cruising speed of 12 knots, a USV can reposition 288 nautical miles (533 km) daily, although this does not establish its detection range. Acoustic surveillance could also support P-8A Poseidon aircraft and MH-60R helicopters by maintaining contact between localization attempts, while forward sensors could extend warning coverage beyond the carrier's immediate escorts. Nevertheless, these advantages depend on installed sensor performance, reliable communications, and target-track accuracy; to date, the Seahawk has not demonstrated an operational capability to independently engage submarines or surface targets.

    NATO is also examining comparable roles through Baltic surveillance, North Atlantic anti-submarine operations, mine warfare, and distributed missile carriage. Task Force X-Baltic supported Operation Baltic Sentry with activities involving 70 aerial and maritime drones between March and October 2025, while eight Baltic countries agreed on February 12, 2026, to accelerate unmanned maritime surveillance. The British Royal Navy's Atlantic Bastion concept combines Type 26 frigates with unmanned vessels, and BALTOPS 2026 involved HMS Puncher, HMS Smiter, and U.S. Task Force 66 coordinating Global Autonomous Reconnaissance Craft over 180 nautical miles (333 km). REPMUS 2026 assembled 300 unmanned systems, more than 3,700 participants, and representatives of 36 navies.

    Larger vessels could carry sonar arrays, mine-hunting vehicles, electronic warfare equipment, or containerized missiles, as explored under the U.S. Navy's Modular Attack Surface Craft initiative. Furthermore, the Ranger's 2021 SM-6 launch demonstrated unmanned missile carriage, although operational employment still requires external targeting, fire control integration, communications, and human authorization. The Seahawk's deployment will likely test a different requirement: whether an autonomous surveillance vessel can remain operational within a carrier strike group without consuming more escort time, maintenance capacity, and logistical support than its additional surveillance coverage justifies.

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    Written by Jérôme Brahy

    Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, South Korea, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.

  • U.S. Navy Moves Closer to Deploying First E-130J Phoenix II Aircraft for Nuclear Submarine Communications

    Lockheed Martin delivered the first C-130J-30 Super Hercules destined for conversion into the U.S. Navy’s new E-130J Phoenix II on October 15, 2026, at its Marietta, Georgia, facility.

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    The U.S. Navy is advancing its airborne nuclear command-and-control capabilities as Lockheed Martin delivers the first C-130J-30 Super Hercules aircraft for conversion into the E-130J Phoenix II. Designed to transmit strategic command messages to nuclear-powered ballistic missile submarines while they remain submerged, the future aircraft will help preserve submarine concealment and maintain communications during a nuclear crisis. The E-130J will take over the Take Charge and Move Out (TACAMO) mission currently performed by the aging E-6B Mercury.

    Lockheed Martin delivered the first C-130J-30 Super Hercules, destined for conversion into the U.S. Navy’s new E-130J Phoenix II, at its Marietta, Georgia, facility on October 15, 2026. (Picture source: Lockheed Martin)

    The delivery of the E-130J Phoenix II advances the modernization of the U.S. Navy's airborne nuclear command, control, and communications network, which connects U.S. national leadership with strategic forces at sea. Once operational, the E-130J will provide a mobile communications capability intended to maintain contact with ballistic missile submarines even when ground-based communications infrastructure is disrupted or unavailable.

    The E-130J Phoenix II is a specialized military communications aircraft developed from the stretched-fuselage C-130J-30 Super Hercules tactical airlifter. The conversion integrates a dedicated nuclear communications suite, very low frequency (VLF) radio transmission equipment, trailing-wire antenna systems, operator workstations, and supporting electrical and mission-control equipment. Northrop Grumman will integrate the mission system, with Collins Aerospace supplying the VLF communications system. These modifications will transform the conventional transport aircraft into an airborne strategic communications relay that can transmit critical command messages to submerged ballistic missile submarines without requiring them to surface.

    Related Topic: U.S. Navy Deploys Counter-Drone Electronic Warfare System Aboard USS Ohio Nuclear Submarine

    According to a recent Lockheed Martin announcement, the company handed over the first C-130J-30 at its Marietta, Georgia, manufacturing facility, and it will move to Northrop Grumman for conversion into the U.S. Navy's future TACAMO aircraft. Lockheed Martin confirmed on October 16, 2026, that the delivery occurred on October 15, marking the transition from aircraft production to installing and integrating specialized mission equipment.

    The TACAMO mission is a critical component of the United States' nuclear command, control, and communications architecture, known as NC3. It enables national command authorities to maintain communications with strategic naval forces, including Ohio-class ballistic missile submarines carrying Trident II D5 submarine-launched ballistic missiles. During a major conflict, these communications links are essential to ensure nuclear forces remain under authorized national command even if other communications networks are damaged or disrupted.

    A central element of TACAMO operations is transmitting VLF radio signals, which can penetrate seawater to a limited depth. Submarines equipped with appropriate receiving antennas can receive strategic instructions while remaining submerged, reducing their exposure to detection. The E-130J's specialized communications system is intended to preserve this capability and support the transmission of Emergency Action Messages, which convey authenticated instructions to U.S. strategic forces.

    The Phoenix II will use the C-130J-30's modern digital avionics, extended fuselage, and four Rolls-Royce AE 2100D3 turboprop engines as the foundation for its specialized mission. The aircraft provides substantial internal space for communications equipment and mission operators, while its propulsion system and operational flexibility support sustained airborne missions. Unlike a conventional military transport aircraft, its effectiveness will depend primarily on communications reliability, mission endurance, aircraft availability, and the ability to maintain links with strategic forces under demanding operational conditions.

    Selecting the Hercules family also marks a return to an aircraft type previously used for TACAMO operations. The U.S. Navy operated the EC-130Q Hercules in this role from 1963 until 1993 before transitioning to the Boeing E-6 Mercury. The Phoenix II designation, announced in August 2025, reflects this historical connection while introducing modern avionics and a new generation of strategic communications equipment.

    The current E-6B Mercury fleet performs both TACAMO communications and broader airborne strategic command-and-control duties. Derived from the Boeing 707 airframe, the E-6B entered operational service in 1998 and carries the Airborne Launch Control System, which supports transmitting launch commands to U.S. land-based intercontinental ballistic missiles. The E-130J is intended to assume the Navy's TACAMO communications mission rather than replicate every strategic command function the Mercury currently performs.

    The E-6B's TACAMO replacement was established before the latest aircraft delivery. In October 2024, the U.S. Navy officially designated its future communications aircraft E-130J and confirmed its role in maintaining nuclear command links as the Mercury fleet approached the end of its service life. The Navy later named the aircraft Phoenix II in August 2025 as part of its ongoing TACAMO Recapitalization Program.

    In December 2024, the U.S. Navy awarded Northrop Grumman a contract valued at approximately $3.46 billion for the engineering development and integration of the E-130J mission systems. The agreement covers three engineering development aircraft, with options for up to three additional system demonstration test aircraft and six aircraft in the first production lot. Lockheed Martin supplies the C-130J-30 aircraft, while Northrop Grumman leads integration of the specialized communications systems, with support from Collins Aerospace.

    Delivering the first aircraft marks an important physical production milestone rather than another contract award or design announcement. However, the C-130J-30 has not yet been converted into an operational E-130J Phoenix II. The U.S. Navy must complete mission equipment installation, communications integration, flight testing, certification, and operational evaluation before it can introduce the aircraft into TACAMO service. The manufacturer has not announced a specific operational entry-into-service date with this delivery.

    The transition from the E-6B Mercury to the E-130J will require the U.S. Navy to maintain continuous strategic communications coverage throughout the development and testing process. The existing Mercury fleet will continue performing TACAMO operations while the Phoenix II progresses toward operational readiness, preserving the airborne communications capability required to support America's submarine-based nuclear deterrent.

    Operationally, the Phoenix II is intended to strengthen the survivability and resilience of communications between U.S. national leadership and ballistic missile submarines deployed at sea. These submarines rely on concealment and extended patrols to preserve a survivable nuclear retaliatory capability, but their strategic effectiveness also depends on receiving authenticated instructions. An airborne VLF relay provides a mobile communications asset that complements fixed infrastructure and adds redundancy to the broader NC3 network.

    The E-130J will also support the long-term modernization of the U.S. Navy's strategic submarine force as the Columbia-class ballistic missile submarines progressively replace the Ohio-class. Maintaining reliable communications with these future submarines will remain essential to preserving the effectiveness of the sea-based component of the U.S. nuclear triad. The Phoenix II is intended to provide the airborne communications capability needed to support that transition with modern mission equipment and a new aircraft fleet.

    The first C-130J-30 delivery therefore represents a tangible advance in the U.S. Navy's effort to modernize its nuclear command-and-control capabilities. Although extensive conversion and testing remain before the E-130J Phoenix II becomes operational, the program has reached an important stage in replacing the aging Mercury's TACAMO mission. By preserving reliable communications with submerged ballistic missile submarines, the future aircraft will contribute directly to the continuity of U.S. nuclear command authority and the credibility of America's sea-based nuclear deterrent.

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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.

  • U.S. Marine Corps Establishes First Medium Missile Battalion for NMESIS Land-Based Anti-Ship Operations

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    The U.S. Marine Corps has established its first medium missile battalion, giving U.S. Marines a dedicated formation built to strike enemy warships from mobile positions ashore and strengthen sea denial in contested maritime regions. Announced by the 2nd Marine Division through DVIDS following the October 9, 2026 redesignation of 1st Battalion, 10th Marines at Camp Lejeune, the move places the NMESIS land-based anti-ship system at the center of a new long-range precision fires mission, combining expeditionary mobility with Naval Strike Missiles able to engage surface vessels at ranges exceeding 130 nautical miles and extending Marine firepower directly into the maritime fight.

    The U.S. Marine Corps has established its first medium missile battalion, fielding NMESIS to strengthen land-based anti-ship warfare and maritime sea denial (Picture Source: USMC)

    The U.S. Marine Corps has reached a major force-modernization milestone by transforming a traditional artillery formation into its first medium missile battalion, expanding the Service’s ability to contribute directly to maritime operations. During a ceremony at Camp Lejeune on October 9, 2026, 1st Battalion, 10th Marine Regiment, 2nd Marine Division, formally redesignated from an artillery battalion to a medium missile battalion. According to an official announcement released by 2nd Marine Division through the Defense Visual Information Distribution Service (DVIDS), the transition introduces the Navy-Marine Expeditionary Ship Interdiction System (NMESIS) into the battalion’s arsenal and strengthens its ability to support operations involving sea denial and littoral access.

    The redesignation of 1st Battalion, 10th Marines represents more than a change in unit designation. It creates the first medium missile battalion of its kind in the U.S. Marine Corps and advances Force Design modernization by adding a dedicated land-based maritime fires capability to 2nd Marine Division. As a service-retained formation, 1/10 also provides II Marine Expeditionary Force and the wider Marine Corps with greater flexibility for employment during a crisis.

    Related Topic: U.S. Marines Expand NMESIS Anti-Ship Missile Force With $404M Kongsberg Award

    At the center of the battalion’s new mission is NMESIS, the Navy-Marine Expeditionary Ship Interdiction System, the Marine Corps’ emerging ground-based anti-ship capability and a platform for long-range precision fires. NMESIS combines a remotely operated expeditionary fires carrier with a launcher capable of carrying and firing two Naval Strike Missiles (NSM). First introduced to the 3rd Marine Littoral Regiment in 2024, the system is designed to provide Marine forces with a rapidly deployable capability that can operate from austere expeditionary environments while supporting sea denial, sea control and defense against maritime threats.

    The Naval Strike Missile provides NMESIS with its maritime strike capability. According to the Marine Corps, NSM has an effective range of more than 130 nautical miles and can engage surface ships as well as fixed targets ashore. The Marine Corps successfully tested NMESIS during Large Scale Exercise 2021 off Hawaii, where an NSM launched from the system was fired against a surface target at sea. The progression from testing to fielding, and now to the establishment of a dedicated medium missile battalion, demonstrates how the Corps is translating Force Design concepts into increasingly mature operational formations.

    The significance of NMESIS extends beyond the launcher itself. Marine Corps leadership has identified a land-based sea-denial capability as an important means of supporting maritime commanders in the broader fight for sea control. From expeditionary positions ashore, 1/10 will be able to provide fires in support of forces maneuvering on land as well as maneuver at sea. This gives Marine commanders another precision-fires option while reinforcing the Corps’ traditional role as an expeditionary force closely integrated with naval operations.

    Importantly, the transition does not signal the abandonment of conventional Marine artillery. The official announcement stresses that NMESIS is intended to complement, rather than replace, cannon artillery. While 1st Battalion, 10th Marines transitions to the medium missile mission, 10th Marine Regiment will retain artillery capabilities in another battalion, combining decades of artillery experience with a new generation of land-based maritime fires.

    The redesignation of 1st Battalion, 10th Marines marks a historic step in the Marine Corps’ evolution toward a more distributed, adaptable and maritime-focused force. By establishing its first medium missile battalion and integrating NMESIS and the Naval Strike Missile into the formation, the Corps is expanding the options available to commanders for sea denial, littoral access and support to maneuver ashore and at sea. At the same time, the transformation preserves the experience and identity of Marine artillery while adapting it to emerging operational requirements, demonstrating how the USMC is combining its expeditionary heritage with new precision-strike capabilities for future naval and joint operations.

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    Written by Teoman S. Nicanci – Defense Analyst, Army Recognition Group

    Teoman S. Nicanci holds degrees in Political Science, Comparative and International Politics, and International Relations and Diplomacy from leading Belgian universities, with research focused on Russian strategic behavior, defense technology, and modern warfare. He is a defense analyst at Army Recognition, specializing in the global defense industry, military armament, and emerging defense technologies.

  • U.S. Navy awards HII $56 million for British and Australian SSN-AUKUS nuclear submarine development

    The future SSN-AUKUS nuclear submarine, jointly developed by Britain, Australia, and the United States, is intended for anti-submarine warfare, anti-surface warfare, intelligence collection, surveillance, and conventional land-attack missions. (Picture source: BAE Systems)

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    On October 13, 2026, the U.S. Navy awarded Huntington Ingalls Industries (HII) Newport News Shipbuilding a $56 million contract for engineering and design work supporting the AUKUS nuclear-powered submarine program with the United Kingdom and Australia. The award includes a $35 million option that could raise its total potential value to $91 million, with 88% of execution taking place in Virginia through September 2027. This agreement provides essential Foreign Military Sales support to Australia and the United Kingdom while funding U.S. industry support engineering to accelerate technical integration across the trilateral enterprise.

    The future SSN-AUKUS nuclear submarine, jointly developed by Britain, Australia, and the United States, is intended for anti-submarine warfare, anti-surface warfare, intelligence collection, surveillance, and conventional land-attack missions. (Picture source: BAE Systems)

    On October 13, 2026, the U.S. Navy awarded Huntington Ingalls Industries (HII) a $56 million contract for engineering and design work supporting the AUKUS nuclear-powered submarine program, including development of the future SSN-AUKUS attack submarine for Britain and Australia. The award to Newport News Shipbuilding includes a $35 million option, raising its potential value to $91 million, with 88% of work in Virginia and 12% overseas through September 2027, potentially extending to September 2028. It covers submarine design, U.S. technology integration, supplier development, and workforce preparation.

    The contract comes as the U.S. seeks to double Virginia-class submarine production to accommodate Australian transfers, the UK expands its shipyard and reactor facilities to construct Dreadnought-class and future SSN-AUKUS submarines at a targeted rate of one attack submarine every 18 months, while Australia prepares to acquire three in-service American submarines before introducing five domestically built SSN-AUKUS submarines from the early 2040s. Newport News Shipbuilding will perform two activities: Foreign Military Sales (FMS) support for the UK and Australia, covering engineering, technology integration, supply chains, workforce development, and digital transformation; and U.S. industry support engineering for SSN-AUKUS.

    The $35 million option represents 62.5% of the initial award, although funding allocations between activities and engineering personnel numbers remain unspecified. Newport News is one of two American nuclear-submarine construction yards, shares the Virginia-class construction with General Dynamics Electric Boat, and manufactures major sections of Columbia-class ballistic missile submarines. HII's Mission Technologies division separately manages Australia's Submarine Supplier Qualification program and received a Nuclear Capability Advisory Services contract from the Australian Submarine Agency in December 2025. The latest agreement therefore extends an existing engineering and industrial relationship without assigning Newport News construction of British or Australian SSN-AUKUS hulls.

    Expected to displace over 10,000 tonnes submerged, the SSN-AUKUS will be developed from the British SSNR design, with BAE Systems responsible for British development and construction at Barrow-in-Furness, and ASC Pty Ltd participating in Australian production at Osborne, South Australia. BAE received almost £4 billion in October 2023 for design, long-lead procurement, and infrastructure through 2028, including doubling Barrow's manufacturing facilities from 80,000 to 160,000 m². Rolls-Royce Submarines at Derby, for its part, will manufacture complete welded nuclear propulsion systems, supported by Australia's £2.4 billion investment over ten years. The expected PWR3 reactor arrangement will avoid refuelling during the submarine's service life, although displacement, reactor output, shaft power, and submerged speed remain unspecified. Preparations for manufacturing propulsion systems for the first two Australian submarines are underway, with British submarine introduction planned from the late 2030s and Australian deliveries from the early 2040s.

    The SSN-AUKUS combat system will use the American AN/BYG-1 architecture, already employed aboard Australia's Collins-class submarines and the U.S. Navy's Virginia-, Los Angeles-, Seawolf-, and Ohio-class. BAE Systems, Raytheon Australia, General Dynamics Mission Systems, and Thales agreed on November 7, 2025, to cooperate on its development, integrating tactical control, weapons management, and information assurance. On March 23, 2026, Washington approved a potential $1 billion support package for the UK, twenty times its previous $50 million ceiling, covering vertical launch tubes, common weapon launchers, software, simulation equipment, and engineering. Each SSN-AUKUS submarine is expected to employ 533 mm heavyweight torpedoes and Tomahawk cruise missiles, although launcher numbers and total weapons capacity remain undetermined.

    The common architecture would preserve Australian AN/BYG-1 experience while integrating British sonar, propulsion controls, weapons launchers, and submarine-management systems with U.S. weapons and control interfaces. The U.S. production requirement is considerably larger than the three submarines intended for Australia because Virginia-class construction must also replace retiring U.S. Navy attack submarines. The U.S. Navy requires two Virginia-class attack submarines and one Columbia-class ballistic missile submarine annually, with the Virginia-class target increasing to 2.33 boats to accommodate AUKUS agreements. However, output fell to 1.15 Virginia-class submarines in 2024, only 49.4% of the adjusted requirement, leaving a deficit of 1.18 submarines annually and requiring a 103% production increase. By June 2025, 14 Virginia-class submarines were under contract but undelivered, with schedules two to three years behind earlier targets.

    On May 30, 2026, AUKUS partners agreed to transfer three in-service U.S. submarines instead of two operational vessels and one new-build submarine, potentially reducing U.S. attack submarine inventory from 2032 until replacement deliveries between 2040 and 2049. Virginia-class submarines have a planned 33-year service life, making the age and remaining operational life of the transferred hulls important to Australia's AUKUS acquisition schedule. To date, Australia has committed AUD 8.5 billion to its Osborne submarine construction yard, comprising AUD 3.9 billion in February 2026 and an additional AUD 4.6 billion on July 24, a 118% increase over the initial allocation. Yard construction is expected to employ at least 4,000 workers, with another 5,500 direct jobs projected during peak submarine production. A training academy opening in the first quarter of 2028 will accommodate 1,000 trainees simultaneously.

    In August 2026, General Dynamics Electric Boat placed a $2 million order with Bisalloy Steels for Australian HY80 submarine-grade steel, manufactured initially by BlueScope and subsequently processed and heat-treated to meet submarine requirements. HY80 has a minimum yield strength of 552 MPa, making material qualification necessary for pressure-resistant submarine structures. Western Australia's Henderson Defence Precinct has separately received AUD 12 billion within an AUD 25 billion ten-year investment framework, while Leidos Gibbs & Cox Australia is designing a floating dry dock for contingency submarine repairs from the early 2030s. In parallel, the UK is expanding its nuclear-submarine industrial base to construct up to 12 SSN-AUKUS attack submarines while completing its four Dreadnought-class ballistic missile submarines.

    Approximately £6 billion has been allocated to increase manufacturing capacity and achieve a production rate of one attack submarine every 18 months. BAE Systems plans to begin cutting steel for the first British SSN-AUKUS at Barrow-in-Furness in 2027, with an entry into service expected in the late 2030s; the four Dreadnought submarines are scheduled to replace the Vanguard-class in the early 2030s. In July 2026, London committed another £8.4 billion to Dreadnought construction, including £5.9 billion for BAE Systems and £2.5 billion for its suppliers, supporting sea trials of HMS Dreadnought and HMS Valiant and continued construction of the remaining two submarines. At Derby, Rolls-Royce Submarines is doubling its Raynesway manufacturing site with more than 100,000 m² of additional facilities and 1,170 new positions to increase reactor production for both countries.

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    Written by Jérôme Brahy

    Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, South Korea, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.

  • Russia Highlights Dual Sea-and-Land Strike Capability of Novosibirsk Nuclear-Powered Submarine

    Russia’s Novosibirsk nuclear-powered submarine showcased its dual-strike capability by launching Oniks and Kalibr cruise missiles from beneath the Pacific against targets at sea and more than 1,200 kilometers inland (Picture Source: Russian MoD)

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    Russia has showcased the dual-strike potential of its Yasen-M nuclear-powered submarine Novosibirsk, which fired Oniks and Kalibr cruise missiles from a submerged position against sea and land targets during a Pacific Fleet exercise on 15 October 2026, according to the Russian Defense Ministry. By hitting a simulated warship at more than 170 kilometers and a land target over 1,200 kilometers away, the drill demonstrated how a single concealed submarine can threaten naval forces and critical targets deep ashore, strengthening Russia’s ability to project long-range firepower while forcing adversaries to defend simultaneously across the maritime and land domains.

    Russia’s Novosibirsk nuclear-powered submarine showcased its dual-strike capability by launching Oniks and Kalibr cruise missiles from beneath the Pacific against targets at sea and more than 1,200 kilometers inland (Picture Source: Russian MoD)

    Russia has demonstrated the ability of one of its newest multipurpose nuclear-powered submarines to engage two fundamentally different target sets from a submerged position in the Pacific. During a scheduled exercise on 15 October 2026, the Pacific Fleet’s Novosibirsk fired Oniks and Kalibr cruise missiles against maritime and land targets, according to the Russian Defense Ministry. The announcement, reported by Interfax and Russia’s Centre for Analysis of World Arms Trade, is significant less for revealing a new weapon than for demonstrating how a single Yasen-M submarine can combine anti-surface and long-range land-attack functions.

    Two Missiles, Two Target Sets, One Submerged Platform

    According to the ministry, Novosibirsk launched an Onikscruise missile against a naval target simulating an adversary surface ship, with the target reported as hit at a distance of more than 170 kilometers. A second launch involved a Kalibr cruise missile, which struck a designated target at the Kura test range on the Kamchatka Peninsula at a distance exceeding 1,200 kilometers. Pacific Fleet ships and support vessels secured the danger area for civilian navigation and aviation during the exercise. Importantly, the reported figures represent the engagement distances selected for these particular firings; they should not be interpreted as declarations of the missiles’ maximum technical ranges.

    Related Topic: North Korea Tests Two Types of Submarine-Launched Strategic Cruise Missiles in the Sea of Japan

    The contrast between the two launches is more consequential than the distances alone. In the exercise scenario, Oniks represented the submarine’s anti-surface strike function against a warship-type target, while Kalibr demonstrated the ability to project effects far inland from an offshore firing position. The event showcased two separate targeting problems from the same concealed underwater platform. The Russian announcement did not identify the specific Kalibr subvariant used or disclose the missiles’ warhead configurations. It is consequently important to distinguish Novosibirsk being nuclear-powered from any assumption that the weapons fired during the drill were nuclear-armed; the Defense Ministry made no such claim.

    Yasen-M Highlights the Strategic Value of Target-Set Ambiguity

    Novosibirsk is the first serially produced Project 885M Yasen-M submarine, according to Interfax, and Kalibr and Oniks form part of the principal strike armament associated with the Project 885/885M family. Independent analysis by the Royal United Services Institute has similarly identified the Yasen-M design as a submarine built around a flexible long-range strike architecture capable of employing anti-ship and land-attack missiles. That flexibility is central to the platform’s military significance: nuclear propulsion provides sustained submerged endurance and operational mobility, while its missile armament enables a single submarine to present threats across several categories of naval warfare rather than performing only a traditional hunter-killer mission.

    This creates what can be described as target-set ambiguity. Detecting or assessing the presence of a Yasen-M-class submarine does not, by itself, establish whether its immediate mission is anti-submarine warfare, an attack against surface forces or a cruise-missile strike against targets ashore. The Oniks-Kalibr sequence publicly illustrated that uncertainty. From a defensive-planning perspective, the problem extends beyond missile performance: an opposing force must consider both what the submarine could strike and where the submerged launcher may be positioned. RUSI has previously assessed that the combination of reduced detectability and long-range strike capability makes the Yasen-M a particularly demanding anti-submarine warfare problem because its effects can extend to targets both at sea and on land.

    The Pacific setting gives that demonstration additional geostrategic weight. The Russian Defense Ministry characterized the event as a scheduled exercise, and there is no basis in the announcement for attributing it to a specific regional confrontation or policy change. Nevertheless, demonstrating maritime and land-attack engagements from the same submarine communicates operational reach across a much broader battlespace. A surface combatant carrying cruise missiles can generally be localized more readily than a submerged nuclear-powered submarine; with an undersea platform, defensive planning must also address uncertainty over the launcher’s position and potential movement before a strike. The result is an overlap between anti-submarine warfare, fleet protection and defenses for shore-based military infrastructure, a challenge created not simply by missile range, but by the combination of mobility, concealment and multiple strike options.

    Footage released by the Russian Defense Ministry and distributed through TASS on 15 October 2026 showed Novosibirsk conducting the missile firings against sea and coastal targets. The video was identified as material provided by a third party for news use. While the imagery provides a public visual record of the exercise, the reported target impacts and engagement distances remain claims attributed to the Russian Defense Ministry rather than independently verified results. The decision to publicize the launches nevertheless adds a signaling dimension to the training event: beyond exercising the crew and weapon systems, the released material visibly demonstrates that a Pacific Fleet Yasen-M can employ different cruise-missile types while operating submerged.

    The Novosibirsk exercise does not introduce a newly announced submarine or missile capability, but it offers a particularly clear demonstration of how Russia is exercising the Yasen-M’s multipurpose strike role in the Pacific. By employing Oniks against a simulated surface combatant and Kalibr against a land target more than 1,200 kilometers away, the Pacific Fleet demonstrated two distinct strike functions from one submerged nuclear-powered platform. The broader geostrategic message lies less in either missile individually than in their integration aboard the same submarine: missile reach determines what can be engaged, while underwater mobility and concealment complicate determining where an attack could originate and which target category is at risk. For regional naval planners, the exercise underscores an increasingly important undersea-warfare equation, the challenge is not only detecting a capable submarine, but assessing the range of missions it may be positioned to execute.

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    Written by Teoman S. Nicanci – Defense Analyst, Army Recognition Group

    Teoman S. Nicanci holds degrees in Political Science, Comparative and International Politics, and International Relations and Diplomacy from leading Belgian universities, with research focused on Russian strategic behavior, defense technology, and modern warfare. He is a defense analyst at Army Recognition, specializing in the global defense industry, military armament, and emerging defense technologies.

  • Sweden signs new agreement to lease HMS Södermanland submarine to Poland until new A26-class arrives

    Sweden will lease the HMS Södermanland submarine to Poland until October 2032 to train Polish crews and maintain the country039;s submarine capabilities ahead of the delivery of three new A26 Blekinge-class submarines between 2031 and 2038. (Picture source: Swedish MoD)

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    On October 12, 2026, Sweden’s Defence Materiel Administration (FMV) and the Swedish Armed Forces signed a formal agreement to prepare and lease the HMS Södermanland submarine to Poland from October 2026 to October 2032. The lease provides an immediate operational gap-filler to maintain Polish undersea defense capabilities and crew training following the depletion of its fleet to a single aging Kilo-class vessel. This arrangement serves as a strategic bridge until Poland receives three new-build Saab A26 submarines under a SEK 47 billion procurement contract scheduled for delivery between 2031 and 2038.

    Sweden will lease the HMS Södermanland submarine to Poland until October 2032 to train Polish crews and maintain the country's submarine capabilities ahead of the delivery of three new A26 Blekinge-class submarines between 2031 and 2038. (Picture source: Swedish MoD)

    On October 12, 2026, Sweden's Defence Materiel Administration (FMV) and the Armed Forces signed an agreement to prepare the HMS Södermanland submarine for lease to Poland, covering refurbishment, crew training, maintenance, and operational support during Polish service. The agreement implements the June 29, 2026, contract between FMV and Poland's Armament Agency, which established a lease running from October 2026 to October 2032, with operational use beginning in 2028. The package, estimated by Polish sources at SEK 1.9 billion, includes the submarine, torpedoes, logistics, and training, as 30 Polish submariners began an 18-month course in Karlskrona on August 24, 2026, with instruction aboard the Södermanland beginning in October. The Swedish submarine will temporarily supplement Poland's sole Project 877E Kilo-class ORP Orzeł, commissioned in 1986, before three Saab A26 submarines arrive under a SEK 47 billion (€4.26 billion) procurement contract. The first A26 is scheduled for 2031, but the third will not arrive until 2038, six years after the interim lease expires.

    The HMS Södermanland was launched on April 12, 1988, and commissioned on April 21, 1989, as the third of four Västergötland-class submarines built by Kockums in Karlskrona. During its 2000-2004 reconstruction, the hull was extended by 12 meters, from 48.5 to 60.5 meters, to install two Stirling air-independent propulsion (AIP) units, creating the A17S subclass. It now displaces 1,400 tonnes surfaced and 1,500 tonnes submerged, reaches 8 knots surfaced and 15 to 20 knots submerged, while carrying six 533 mm heavyweight and three 400 mm lightweight torpedo tubes. Its complement is 24 to 28 sailors, while the retirement of the HMS Östergötland in 2021 left the Södermanland as the subclass's last operational submarine. Sweden subsequently approved SEK 470 million in September 2022 for further life-extension work, including battery replacement, machinery overhaul, and associated upgrades.

    The Södermanland's principal advantage over the ORP Orzeł is its ability to generate electricity underwater without snorkeling. The Orzeł's conventional diesel-electric propulsion system requires atmospheric air to recharge batteries, whereas Södermanland's two Stirling engines burn diesel using stored liquid oxygen, allowing extended low-speed submerged patrols without exposing a snorkel mast or surfacing periodically to recharge batteries. This reduces opportunities for detection by radar and electro-optical sensors, although high-speed underwater movement still depends on battery reserves. Polish engineers must therefore learn liquid-oxygen handling, Stirling maintenance, electrical-load management, and submerged energy budgeting, all relevant to the A26's four Stirling units. Despite its smaller displacement, the Södermanland has nine torpedo tubes compared with the A26's planned six, meaning the newer submarine's principal improvements concern endurance, sensors, signature management, and additional mission equipment.

    Poland's submarine force declined from five vessels to one following the retirement of four Kobben-class submarines between December 2017 and December 2021, reducing available crew-training and maintenance opportunities by 80% in numerical fleet terms. The 30 Polish sailors who arrived in Karlskrona on August 24 began an 18-month course, initially covering firefighting, flooding response, and damage control at Sjöstridsskolan, followed by language training at Litorina Folk High School. From October, the 1st Submarine Flotilla assumed instruction aboard the Södermanland, including propulsion, sonar, weapons, navigation, and safety procedures. Matching the training duration for Swedish submarine crews, the course ends in early 2028, and the 30 trainees represent one complete crew and two to six additional personnel. Sweden previously trained four Australian crews, six Singaporean crews, and one Danish crew across separate submarine programs.

    Each of Poland's future A26 submarines will measure 66.1 meters in length, 6.75 meters in beam, and 6 meters in draught, while displacing 1,925 tonnes surfaced and 2,100 tonnes submerged, 40% more than the Södermanland underwater. Four Kockums MkV V4-275R Stirling units coupled with diesel-electric propulsion will provide AIP, with planned endurance of 45 days, including 18 days using AIP, and a submerged speed of 10.8 knots. The standard complement will range from 17 to 26, increasing to 35 with additional mission personnel. Its six torpedo tubes will consist of four 533 mm torpedo tubes for Torped 62/63 heavyweight weapons and two 400 mm tubes for Torped 47. A 1.5-meter Multi-Mission Portal will permit the launch and recovery of underwater drones, divers, and swimmer delivery vehicles, while an X-rudder permits maneuvering in restricted waters. Sensors include bow and flank sonar arrays, Kongsberg SA9510S mine-avoidance sonar, Safran Series 30 optronic masts, and Saab's 9LV combat management system, complemented by acoustic insulation, adaptive degaussing, and electrical-signature reduction.

    Poland selected the A26 on November 26, 2025, following the Orka competition that involved seven shipyards from six countries, concluding a procurement effort launched in 2013 and revived in 2023. Saab's June 2026 contract covers three submarines, torpedoes, training, and support for SEK 47 billion (€4.26 billion), equivalent to SEK 15.67 billion per submarine when dividing the entire package by three. Deliveries are scheduled from 2031 to 2038, while the heavyweight torpedo selection between Torped 62 and Torped 63 remains unresolved. Saab will also integrate an unidentified missile outside the weapons package, with the manufacturer indicating that it is not a cruise missile. Construction will take place at Karlskrona with Polish industrial participation, making Poland the first A26 export customer and increasing the combined Swedish-Polish order to five submarines.

    The construction schedule introduces a separate industrial constraint because Sweden's own A26 program has already undergone three major scheduling revisions. The original June 2015 contract covered two submarines for SEK 8.2 billion, with deliveries planned for 2022 and 2024. A 2021 revision increased the value to SEK 14 billion and postponed deliveries to 2027 and 2028, followed by a new October 2025 agreement establishing a SEK 25 billion ceiling and delivery dates of 2031 and 2033. The ceiling has consequently increased by SEK 16.8 billion, or 204.9%, while the first submarine is nine years behind its original schedule. Saab also received a SEK 9.6 billion production and materials order covering 2026-2032, as both Swedish submarines are already under construction at Karlskrona. Meanwhile, leasing the Södermanland reduces Sweden's submarine inventory from four to three, a 25% decrease, leaving its three Gotland-class submarines to maintain national operations until replacements arrive.

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    Written by Jérôme Brahy

    Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, South Korea, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.

  • North Korea Tests Two Types of Submarine-Launched Strategic Cruise Missiles in the Sea of Japan

    North Korea tested two types of submarine-launched strategic cruise missiles in the East Sea, signaling progress in integrating strategic strike weapons with its submarine force (Picture Source: KCNA)

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    North Korea has tested two types of submarine-launched strategic cruise missiles in a significant demonstration of its expanding underwater strike capability, with state-run KCNA reporting that the weapons were fired into the East Sea on October 14 in Pyongyang’s first publicly disclosed underwater missile test since January 2024. South Korea’s Joint Chiefs of Staff assessed that one missile was launched vertically while the other was fired through a torpedo tube, suggesting North Korea is developing multiple strike options from a single submarine platform that could make its strategic missile force more flexible, dispersed, and difficult to track.

    North Korea tested two types of submarine-launched strategic cruise missiles in the East Sea, signaling progress in integrating strategic strike weapons with its submarine force (Picture Source: KCNA)

    North Korea has reported testing two different types of submarine-launched strategic cruise missiles, offering a potentially important indication of progress in integrating strategic strike weapons with its submarine force. The launches took place on October 14 in the Sea of Japan, known in the Koreas as the East Sea, according to the state-run Korean Central News Agency (KCNA). The activity represents North Korea's first publicly reported underwater missile-testing activity since January 2024.

    KCNA said North Korea's Missile Administration tested two types of submarine-launched strategic cruise missiles (SLCMs) but did not specify their designations, ranges, flight profiles or other technical characteristics. According to the agency, “The test-fire aimed to examine the current mobilized posture of the underwater combat systems and contributed to getting the Navy skilled in performing its strategic missions.” Senior missile and naval officials reportedly observed the activity, while North Korean leader Kim Jong Un was not reported as attending. KCNA also said the launches did not adversely affect neighboring countries. The relatively operational language used in the announcement is notable because Pyongyang characterized the activity as an examination of readiness rather than publicly presenting either missile as a newly developed weapon.

    Related Topic: North Korea Discloses Ongoing Construction of an 8,700-Ton Nuclear-Powered Strategic Submarine

    The submarine visible in imagery released by KCNA appears to be the Hero Kim Kun Ok, according to South Korean analysts, although North Korea did not officially identify the launch vessel. Unveiled in September 2023, the modified diesel-powered submarine was presented by Pyongyang as a “tactical nuclear attack submarine,” a description referring to its intended armament rather than nuclear propulsion. Imagery released when the vessel was unveiled showed at least ten missile-launch openings in addition to its torpedo tubes. If the Hero Kim Kun Ok was indeed used in the October test, the launches would represent its first publicly reported weapons tests and could indicate that North Korea has moved into a more advanced stage of integrating the vessel's combat and missile systems.

    One of the most significant aspects of the test concerns the apparent use of two different launch architectures. South Korea's Joint Chiefs of Staff (JCS) said its forces tracked the missile activity from before launch through the cruise and terminal phases. A JCS spokesperson assessed that one type of cruise missile was fired from a vertical launch system, while the other was launched through a torpedo tube, according to reporting by Yonhap and Reuters. If accurate, the assessment suggests the event was not simply a test of two missile designs but also an examination of how different weapons can be employed from the same submarine platform. Yonhap additionally cited South Korean analysis indicating that the vertically launched weapon may have used one of the submarine's smaller vertical-launch tubes.

    The precise identities of the two missiles nevertheless remain uncertain. KCNA did not name either weapon, meaning available identifications should be treated as analytical assessments rather than confirmed designations. One of the missiles may have been the Pulhwasal-3-31, a submarine-launched strategic cruise missile North Korea previously demonstrated in January 2024. Some South Korean analysts have raised the possibility that the latest test paired a longer-range SLCM associated with the Hwasal-2 family with a comparatively shorter Pulhwasal-3-31 variant. Independent analysis of the 2024 Pulhwasal-3-31 testing also concluded that imagery was consistent with a torpedo-tube launch, lending some technical plausibility to such an interpretation. However, neither the October imagery nor KCNA's announcement is sufficient to establish the missile identities definitively.

    The apparent combination of vertical and torpedo-tube launches is potentially more consequential than the individual missile names. A submarine able to employ cruise missiles from different launch mechanisms could, in principle, provide greater flexibility in weapons configuration and complicate outside assessments of its loadout. Vertical launch systems can also offer advantages in launch sequencing and potentially permit faster employment of multiple weapons than reliance solely on torpedo tubes. Reuters cited defense analysts who noted that such systems could enable larger salvos and reduce warning time. At the same time, these potential advantages should not be confused with demonstrated operational capability: available evidence does not establish the Hero Kim Kun Ok's sustained patrol endurance, repeatable submerged-launch performance, salvo capacity, combat-ready missile inventory or survivability under operational conditions.

    The test is better seen as a step in weapons-system integration than proof that North Korea already has a mature sea-based deterrent. The launches suggest progress in bringing the submarine, its combat systems and different missile types together, but key operational capabilities remain unproven. Long-duration patrols, repeated submerged launches and sustained weapons employment have yet to be publicly demonstrated. For now, the test points to a system moving closer to operational use rather than one whose full combat effectiveness has been established.

    The October 14, 2026, test consequently appears to mark a potentially significant stage in North Korea's effort to develop a more diversified underwater strike capability. If subsequent evidence confirms that both a vertical launch system and a torpedo tube were used aboard the Hero Kim Kun Ok, the event would demonstrate meaningful progress in integrating different missile-launch methods within a single submarine platform. It would not, however, establish that North Korea has fielded a fully mature or continuously deployable sea-based strategic force. Further patrol activity, repeated weapons trials and possible future ballistic-missile launches will provide more reliable indicators of whether the submarine is progressing from a developmental platform toward sustained operational service.

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    Written by Teoman S. Nicanci – Defense Analyst, Army Recognition Group

    Teoman S. Nicanci holds degrees in Political Science, Comparative and International Politics, and International Relations and Diplomacy from leading Belgian universities, with research focused on Russian strategic behavior, defense technology, and modern warfare. He is a defense analyst at Army Recognition, specializing in the global defense industry, military armament, and emerging defense technologies.

  • U.S. Arleigh Burke-Class Destroyer USS John Basilone Expands America’s Forward Naval Power in Europe

    USS John Basilone’s arrival in Rota gives the U.S. Navy six forward-deployed destroyers in Europe, strengthening its ability to sustain patrols, reinforce NATO operations and respond rapidly across multiple maritime theaters (Picture Source: U.S. Navy)

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    The U.S. Navy has expanded its combat-ready surface force in Europe to six Rota-based destroyers with the arrival of the Arleigh Burke-class USS John Basilone (DDG 122) in Spain on October 14, 2026, according to U.S. 6th Fleet Public Affairs. The additional warship gives U.S. and NATO commanders greater capacity to sustain patrols, reinforce maritime security, and respond rapidly across a vast theater stretching from the High North and Baltic to the Mediterranean and waters off Africa.

    USS John Basilone’s arrival in Rota gives the U.S. Navy six forward-deployed destroyers in Europe, strengthening its ability to sustain patrols, reinforce NATO operations and respond rapidly across multiple maritime theaters (Picture Source: U.S. Navy)

    The U.S. Navy has strengthened its forward-deployed surface force in Europe with the arrival of the Arleigh Burke-class guided-missile destroyer USS John Basilone (DDG 122) at Naval Station Rota, Spain. The warship reached its new homeport on October 14, 2026, completing its transfer from Naval Station Mayport, Florida, as NATO faces an increasingly complex maritime environment stretching from the High North and North Atlantic to the Baltic and Mediterranean. According to U.S. 6th Fleet Public Affairs, John Basilone is joining American naval forces already operating in Europe, expanding the combat-ready surface presence available to train with allies, protect maritime security and respond rapidly across the theater.

    John Basilone joins Commander, Task Force 65 and Destroyer Squadron 60, the Rota-based command responsible for forward-deployed U.S. surface combatants operating across the U.S. European Command and U.S. Africa Command areas of responsibility. Its arrival also completes the Navy’s planned expansion of the Rota destroyer force. When USS Oscar Austin arrived in October 2024, the Navy identified it as the first of two additional destroyers being added to Forward-Deployed Naval Forces-Europe; by May 2026, U.S. 6th Fleet listed five destroyers homeported at Rota. John Basilone now brings that force to six, giving commanders greater depth to balance patrols, multinational exercises, maintenance cycles and emerging operational requirements. CTF 65’s assigned surface forces can operate across an exceptionally broad maritime area, with the Navy describing missions extending from the Norwegian Sea to the Cape of Good Hope.


    Related Topic: U.S. Navy’s $22.9B RTX Award to Accelerate Tomahawk Production Shows How America Plans to Fight Future Wars

    Forward deployment converts geography into usable combat power. A destroyer permanently based at Rota does not need to make a transatlantic deployment from the continental United States before entering the European operating theater, allowing U.S. 6th Fleet to maintain ready surface forces closer to potential operating areas and allied formations. Rota’s position as the Navy’s “Gateway to the Mediterranean,” close to the Strait of Gibraltar and the junction between the Atlantic and Mediterranean, gives the force direct access to two strategically connected maritime spaces. The base also provides the operational and logistical support required to sustain combat-ready ships while reinforcing the long-standing U.S.-Spanish defense partnership. Vice Adm. J.T. Anderson, commander of U.S. 6th Fleet, directly linked John Basilone’s European deployment to the Navy’s ability to “project combat power, maintain operational readiness, and defend the maritime approaches to the Homeland.”

    That combat power is built around the multi-mission design of the Arleigh Burke class. Commissioned in late 2024, USS John Basilone is capable of air defense, anti-submarine warfare and surface warfare. Its official Navy specifications list 96 Mk 41 Vertical Launching System cells, which can accommodate weapons including Standard Missiles, Evolved Sea Sparrow Missiles, anti-submarine rockets and Tomahawk cruise missiles. This missile architecture gives the destroyer the flexibility to tailor its weapons load to operational requirements ranging from fleet air defense and anti-submarine operations to long-range strike. The ship also carries a 5-inch Mk 45 gun, Phalanx close-in weapon system, torpedo tubes and aviation facilities for two helicopters, providing commanders with a platform able to detect, engage and defeat threats across the air, surface and undersea domains.

    John Basilone’s arrival comes as NATO is placing greater emphasis on maritime awareness, integrated air and missile defense, critical undersea infrastructure and operations across the Alliance’s northern and eastern maritime approaches. Baltic Sentry continues to reinforce NATO vigilance around critical infrastructure in the Baltic Sea, while the Alliance has also launched Task Force X-Arctic to strengthen multi-domain awareness across the North Atlantic, Arctic and High North. NATO has simultaneously accelerated the integration of unmanned maritime systems and advanced surveillance technologies into naval operations. The Navy has not announced a specific assignment for John Basilone to any of these initiatives, but the broader strategic direction illustrates why a larger pool of forward-deployed, multi-mission U.S. destroyers offers greater operational flexibility. A ship capable of moving between independent operations and multinational formations gives NATO commanders another powerful option for sea control, air defense, anti-submarine warfare, deterrence and protection of vital maritime routes.

    The ship also carries a distinguished American combat legacy into European waters. DDG 122 honors Marine Corps Gunnery Sgt. John Basilone, who received the Medal of Honor for his actions during the Battle of Guadalcanal in 1942 and was posthumously awarded the Navy Cross for his bravery at Iwo Jima in 1945. He was the only enlisted Marine of World War II to receive both decorations. Cmdr. T. Max Murphy, the destroyer’s commanding officer, said the crew is honored to bring Basilone’s legacy to Europe while working alongside its Spanish hosts and supporting America’s ability to deter and win future conflicts. That connection between battlefield heritage and modern naval capability gives DDG 122 a fitting role within a force built around forward readiness, allied integration and credible deterrence.

    USS John Basilone’s arrival at Rota marks more than the completion of a homeport transfer. It adds another modern, heavily armed and highly adaptable surface combatant to a U.S. Navy force already positioned to operate alongside NATO allies across some of the world’s most strategically contested waters. With six forward-deployed destroyers now based in Spain, the United States gains greater capacity to sustain presence, respond to developing missions and place combat power where commanders need it without first generating forces from across the Atlantic. For U.S. 6th Fleet and its NATO partners, DDG 122 strengthens a naval posture built around speed, interoperability, deterrence and the ability to fight across multiple domains, while demonstrating that American sea power in Europe remains forward, ready and closely integrated with the Alliance.

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    Written by Teoman S. Nicanci – Defense Analyst, Army Recognition Group

    Teoman S. Nicanci holds degrees in Political Science, Comparative and International Politics, and International Relations and Diplomacy from leading Belgian universities, with research focused on Russian strategic behavior, defense technology, and modern warfare. He is a defense analyst at Army Recognition, specializing in the global defense industry, military armament, and emerging defense technologies.

  • South Korea launches BRP Rajah Humabon patrol vessel to expand Philippine operations in South China Sea

    On October 13, 2026, South Korea launched BRP Rajah Humabon, the third of six Rajah Sulayman-class offshore patrol vessels (OPVs) ordered by the Philippine Navy to strengthen maritime surveillance and naval presence in the South China Sea. (Picture source: HD HHI)

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    South Korean shipbuilder HD Hyundai Heavy Industries launched the third Rajah Sulayman-class offshore patrol vessel, the future BRP Rajah Humabon (PS-22), at its Ulsan shipyard for the Philippine Navy. Scheduled for delivery in February 2027, the 2,400-tonne combatant expands Manila's maritime surveillance capabilities in the South China Sea. The acquisition supports ongoing fleet modernization under the Revised Armed Forces of the Philippines Modernization Program.

    On October 13, 2026, South Korea launched BRP Rajah Humabon, the third of six Rajah Sulayman-class offshore patrol vessels (OPVs) ordered by the Philippine Navy to strengthen maritime surveillance and naval presence in the South China Sea. (Picture source: HD HHI)

    On October 13, 2026, the South Korean HD Hyundai Heavy Industries (HD HHI) launched the BRP Rajah Humabon (PS-22), the third of six Rajah Sulayman-class offshore patrol vessels (OPVs) ordered by the Philippine Navy, at its Ulsan shipyard. Scheduled for delivery in February 2027, the 2,400-tonne ship follows the BRP Rajah Sulayman (PS-20) and the BRP Rajah Lakandula (PS-21), commissioned on February 24 and June 9, 2026, respectively. The PHP 30 billion ($500 million) contract, signed on June 27, 2022, covers six vessels measuring 94.4 meters, armed with 76 mm and 30 mm guns, capable of reaching 22 knots and operating for 30 days with a 5,500-nautical-mile (10,186 km) range. The final three ships are scheduled for delivery through 2028, expanding Philippine naval operations in the South China Sea, between Luzon, Palawan, and disputed maritime areas, including Scarborough Shoal, Second Thomas Shoal, and the Spratly Islands, where Philippine vessels regularly encounter Chinese coast guard and maritime militia ships.

    The acquisition originated under Horizon 2 of the Revised Armed Forces of the Philippines Modernization Program, covering 2018 to 2022. Australian shipbuilder Austal initially proposed six 83-meter OPVs for domestic construction, but projected costs reached PHP 42 billion, exceeding the budget by PHP 12 billion (40%). HD HHI subsequently defeated Türkiye's ASFAT with its enlarged HDP-2200+ design, derived from the HDP-1500 Neo concept. The lead ship's keel was laid on February 5, 2025, followed by launching on June 11 and commissioning on February 24, 2026. The second ship entered service on June 9, while the BRP Sultan Kudarat (PS-23), BRP Datu Marikudo (PS-24), and BRP Datu Sikatuna (PS-25) are scheduled to follow the Rajah Humabon through 2028, allowing crews, maintenance personnel, and support facilities to be prepared progressively.

    The HDP-2200+ measures 94.4 to 94.5 meters in length, with a 14.3-meter beam, a 3.6 to 3.7-meter draft, and a displacement of 2,400 to 2,450 tonnes. Through a combined diesel and diesel arrangement, two Hyundai HiMSEN 18H25/33V 18-cylinder diesel engines drive Kongsberg Kamewa 86 A/5 D-B controllable-pitch propellers, providing 22 knots (40.7 km/h) maximum speed and 15 knots (27.8 km/h) cruising speed. Its 5,500-nautical-mile range corresponds to 366.7 hours, or 15.3 days, of continuous steaming at 15 knots, while 30-day endurance requires reduced-speed operations and time on station. Each ship carries 72 personnel, meaning the complete class requires 432 embarked sailors when all six are fully crewed, excluding relief crews, maintenance specialists, and shore-based support.

    These characteristics allow the Philippine Navy to maintain ships at distant patrol stations for longer periods, although actual availability depends on maintenance intervals, crew rotations, weather, and replenishment arrangements. The primary weapon is a Leonardo/OTO Melara 76 mm Super Rapid gun firing up to 120 rounds per minute, with conventional ammunition reaching 16 km. Two Aselsan SMASH 200/30 remotely controlled weapon stations mount 30 mm automatic cannons for engagements against small surface vessels, while two 12.7 mm machine guns provide close-range protection during boarding and interdiction operations. Two Terma C-Guard DL-6T launchers provide 12 ready 130 mm infrared and radio-frequency decoys, while two Sitep Italia MASS CS-524 acoustic hailer and laser-dazzler systems enable non-lethal warnings when vessels approach at close distances.

    The OPVs carry no anti-ship missiles, vertical-launch air defense missiles, or anti-submarine torpedoes, leaving the 76 mm gun as their longest-range installed offensive weapon and restricting engagements against missile-armed combatants. The surveillance suite combines a Leonardo SPS-732 X-band two-dimensional radar for air and surface contacts, a Hensoldt UK SharpEye Mk.11 I-band navigation radar, a Safran PASEO XLR electro-optical system for visual identification, infrared observation, and target tracking, and an Anschütz Synapsis NX bridge system. Hanwha Systems received $29.5 million for six combat management systems and $5 million for tactical data links in May 2023, equivalent to $4.92 million and $833,000 per ship.

    Three of the six OPVs are planned to receive Canadian GeoSpectrum TRAPS active-passive towed sonars, a system that can both listen for underwater acoustic signatures and transmit acoustic signals to detect submerged contacts. Detected submarine contacts would therefore require coordination with armed helicopters or other warships for engagement. Each Rajah Sulayman-class ship accommodates a helicopter weighing up to 10 tonnes, together with provisions for unmanned aircraft, as well as a 9.5-meter stern-launched RHIB, and a separate 7.3-meter boat. For a radar antenna 20 meters above sea level observing a vessel with a target height of 10 meters, the geometric radar horizon is approximately 28 km, before accounting for atmospheric refraction and sensor performance.

    Raising the observation point to an aircraft flying at 300 meters increases the geometric line-of-sight distance to that same target height to approximately 73 km, illustrating the surveillance benefit of embarked aviation. The two boats enable boarding, inspections, and personnel transfers near shallow reefs inaccessible to the ship's 3.7-meter draft. At a distance of 500 nautical miles from Subic, a patrol ship cruising at 15 knots requires 33.3 hours for the outward journey and the same duration to return, before accounting for time spent maneuvering in the patrol area. In the South China Sea, the six OPVs will increase the Philippine Navy's ability to patrol Scarborough Shoal, roughly 220 km west of Luzon, and Second Thomas Shoal, roughly 194 km west of Palawan, while supporting surveillance of the Spratly Islands, where Chinese Coast Guard and maritime militia vessels operate alongside fishing and survey ships.

    Their 30-day endurance permits multiweek deployments to monitor those ships, while helicopters and tactical data links extend surveillance and contact sharing beyond shipboard sensors. During resupply operations toward BRP Sierra Madre at Second Thomas Shoal, OPVs could track approaching vessels, monitor interference, and deploy RHIBs for personnel transfers, subject to sea conditions and security requirements. During close encounters, acoustic hailers and laser dazzlers provide warning options before any escalation to the 30 mm or 76 mm guns, although the ships cannot physically prevent obstruction by larger vessels without accepting collision and escalation risks. The six-ship acquisition is also intended to expand the Philippine Navy's Offshore Patrol Force from 11 to 17 vessels, a 54.5% increase, while releasing Jose Rizal-class and Miguel Malvar-class frigates for missions requiring anti-ship, anti-submarine, and air defense weapons.

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    Written by Jérôme Brahy

    Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, South Korea, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.

  • U.S. Navy Tests Drone That Lands on Moving Warships Without GPS or Pilot Control

    An unmanned aerial vehicle maneuvers above a scale model of a U.S. Navy Yard Patrol craft during indoor testing at the Naval Air Warfare Center Aircraft Division (NAWCAD). The tests evaluate computer-vision navigation and autonomous flight control software designed to enable drones to land on moving warships without GPS or direct pilot control. (U.S. Navy photo by Chuck Regner)

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    The U.S. Navy has successfully demonstrated a new autonomous flight guidance system that lets tactical unmanned aerial vehicles (UAVs) complete missions and land on moving warships without GPS navigation or direct pilot control. Using onboard cameras, motion sensors, and advanced guidance software, the technology lets drones identify naval vessels, predict flight deck movement, and automatically adjust their landing approach, opening new possibilities for unmanned aviation in contested maritime operations.

    An unmanned aerial vehicle maneuvers above a scale model of a U.S. Navy Yard Patrol craft during indoor testing at the Naval Air Warfare Center Aircraft Division (NAWCAD). The tests evaluate computer-vision navigation and autonomous flight control software designed to enable drones to land on moving warships without GPS or direct pilot control. (U.S. Navy photo by Chuck Regner)

    A recent U.S. Navy announcement said initial flight demonstrations confirmed the system can support autonomous recovery aboard moving vessels. The capability could let U.S. Navy warships recover tactical drones when enemy electronic warfare disrupts satellite navigation or communication links, supporting more resilient reconnaissance, surveillance, and logistics operations.

    The technology addresses one of the most demanding challenges in naval unmanned aviation: recovering an aircraft on a moving flight deck without continuous external navigation information. Warships pitch, roll, and move vertically with changing sea conditions, requiring approaching aircraft to continuously adjust their trajectories, descent rates, and touchdown timing. These challenges become particularly significant for smaller unmanned aircraft operating from destroyers, frigates, and other surface vessels with limited aviation facilities. By automating these adjustments, the Navy aims to simplify shipboard drone recovery and improve unmanned aircraft's ability to operate independently.

    Engineers at the Naval Air Warfare Center Aircraft Division (NAWCAD) developed a software-based guidance, navigation, and control system that uses onboard sensors to make these corrections. Instead of relying on GPS coordinates or instructions from a remote pilot, the drone processes visual information captured by onboard cameras to recognize the ship and determine its position relative to the flight deck. Its computer identifies recognizable features of the vessel and combines this information with motion sensor measurements. Guidance algorithms then estimate the ship's movement and predict the flight deck's position during the final approach, allowing the aircraft to adjust its trajectory and execute an autonomous landing.

    For the U.S. Navy, one of the most important potential applications is maintaining unmanned reconnaissance operations in environments where GPS signals are jammed or spoofed. During a conflict involving advanced electronic warfare, drones dependent on satellite navigation or uninterrupted control links could face difficulties returning to their ships, particularly near contested coastlines or maritime chokepoints. A self-contained visual navigation system could reduce these vulnerabilities during recovery, allowing naval commanders to maintain aerial surveillance while reducing dependence on external navigation signals. This could be especially relevant in the Indo-Pacific, where U.S. naval forces may need to operate over vast distances while facing sophisticated surveillance and electronic-warfare threats.

    The capability could also expand unmanned aircraft operations from U.S. Navy Arleigh Burke-class guided-missile destroyers and other surface combatants. These warships already conduct aviation operations but have limited flight-deck and hangar capacity, forcing commanders to balance helicopter missions with other operational demands. Compatible tactical drones equipped with autonomous recovery software could potentially provide additional short-range reconnaissance without requiring a dedicated remote pilot to manage every landing. Such aircraft could support maritime surveillance, identify nearby vessels, monitor suspicious surface activity, and conduct reconnaissance around contested waterways, extending local situational awareness beyond the immediate reach of shipboard observers and line-of-sight sensors.

    Autonomous shipboard recovery could also strengthen force protection by allowing drones to inspect approaches to naval formations, monitor chokepoints, or investigate potential threats without assigning a crewed helicopter to every reconnaissance requirement. A destroyer could launch a tactical UAV to examine an unidentified surface contact or survey an area before maneuvering closer. Automated recovery would make repeated short-duration missions more practical, provided the aircraft has sufficient endurance and appropriate surveillance equipment. The same technology could eventually support small cargo drones transporting urgent repair parts, medical supplies, or electronic components between ships underway.

    These possibilities align with the U.S. Navy's concept of distributed maritime operations, in which surface combatants, submarines, crewed aircraft, and unmanned systems operate across wider geographic areas rather than remaining concentrated in a single formation. Such dispersion can complicate enemy surveillance and targeting but increases requirements for independent reconnaissance and logistical support. Shipborne drones capable of autonomous recovery could help individual vessels maintain organic aerial surveillance and limited resupply capabilities without relying as heavily on aircraft operating from larger warships or distant naval bases. Autonomous landing guidance could also reduce the need for continuous remote-pilot transmissions during recovery, although other aircraft functions may still require communication links.

    A central advantage of the NAWCAD approach is its potential to reduce the specialized shipboard equipment required for precision drone recovery. Conventional unmanned aircraft landing arrangements may depend on tracking radars, dedicated recovery installations, or modifications to existing aviation facilities, complicating integration aboard ships not originally designed for extensive unmanned operations. The new system places much of the navigation and recovery capability aboard the aircraft itself. By combining commercially available cameras and motion sensors with specialized software, it could let compatible drones operate from a wider range of U.S. Navy vessels without extensive flight-deck modifications or expensive precision-landing equipment.

    This approach could be particularly useful for smaller surface combatants, amphibious ships, and naval auxiliary vessels, where available space, electrical power, and maintenance resources are limited. The software is designed to work with a broad range of unmanned aircraft hardware, potentially reducing dependence on a single manufacturer or drone configuration. If operational testing confirms this flexibility, the Navy could integrate autonomous recovery functions into different tactical UAV categories based on mission requirements, although each aircraft-and-ship combination would still require appropriate integration and flight-safety certification.

    The development effort included controlled experiments using a scale model of a U.S. Navy Yard Patrol craft, allowing engineers to evaluate visual recognition, relative positioning, and flight control functions before progressing to live-flight demonstrations. In its announcement published on October 14, 2026, NAWCAD confirmed the successful initial demonstrations and outlined preparations for operational testing aboard fleet vessels. The Navy has not publicly identified the tactical drone model used, the vessel's speed, the number of successful landings, or the maximum sea conditions under which the technology was evaluated.

    The next testing phase will be essential for determining the system's reliability during realistic naval operations, including variable ship motion, adverse weather, limited visibility, and repeated launch-and-recovery cycles. Camera-based navigation must contend with darkness, fog, rain, sea spray, and changing lighting conditions, all of which can affect the recognition of ship structures and flight deck features. Reliable performance under these conditions will be critical before autonomous recovery can become a routine capability aboard operational warships.

    The U.S. Navy is also examining potential applications for larger unmanned aircraft, including tactical resupply drones capable of transporting cargo between vessels at sea. Technology transition efforts involve the Navy's Small Tactical Unmanned Aircraft Systems program office, the Collaborative Combat Aircraft program, and the Defense Advanced Research Projects Agency's EVADE project. The Naval Innovative Science and Engineering Program and the Office of Naval Research funded the research. No production contract, fleet-wide deployment schedule, or specific number of aircraft expected to receive the software has been announced.

    From an operational perspective, this development's longer-term value lies in making tactical unmanned aviation more accessible to individual U.S. Navy warships. Instead of relying primarily on crewed helicopters or specialized drone recovery equipment, naval commanders could eventually employ smaller unmanned aircraft for recurring reconnaissance, surveillance, force protection, and logistical missions with reduced operator workload. Automated recovery could also enable more frequent drone sorties by limiting direct pilot involvement during landing, letting personnel focus on mission planning, intelligence collection, and coordinating multiple aircraft.

    In a high-intensity maritime conflict, these advantages could help dispersed U.S. naval forces maintain aerial surveillance and limited logistical support despite electronic warfare and disrupted communications. Autonomous recovery would not make drones immune to jamming, hostile air defenses, or adverse weather, but it could remove an important navigation dependency during one of the most demanding phases of flight. If future fleet testing validates the software's reliability across different aircraft and ship classes, the technology could enable more U.S. Navy warships to conduct independent drone operations, expanding maritime surveillance coverage and improving operational flexibility in contested environments.

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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.

  • U.S. Navy Targets 75 Mission-Capable Ships with $15.1M Raytheon Radar Spares Order

    The U.S. Navy awarded Raytheon a $15.08 million order for critical radar and fire-control spares as it pushes to sustain 75 mission-capable ships (Picture Source: U.S. Navy)

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    The U.S. Navy is moving to keep more surface combatants ready for high-intensity operations by expanding stocks of critical radar and fire-control spares, with the U.S. Department of War announcing a $15.08 million Raytheon order on October 13, 2026, supporting its goal of maintaining 75 mission-capable ships. Covering 419 supply requirements for the MK 99 Fire Control System, AN/SPY-1 Transmitter Group and AN/SPY-3 Multifunction Radar, including additional stocks for forward-deployed forces, the order is designed to shorten repair times and prevent radar failures from sidelining warships whose air-defense and missile-engagement capabilities depend on these systems.

    The U.S. Navy awarded Raytheon a $15.08 million order for critical radar and fire-control spares as it pushes to sustain 75 mission-capable ships (Picture Source: U.S. Navy)

    The U.S. Navy is reinforcing the sustainment backbone of some of its most important shipboard radar and fire-control systems as it seeks to keep more surface combatants operationally available. In a contract announcement issued on October 13, 2026, the U.S. Department of War disclosed a $15.08 million order to Raytheon for spare parts supporting the MK 99 Fire Control System, AN/SPY-1 Transmitter Group and AN/SPY-3 Multifunction Radar. The Navy explicitly linked the requirement to the Surface Force’s “North Star” objective of maintaining 75 mission-capable ships.

    The firm-fixed-price delivery order addresses 419 Navy supply requirements across 46 National Item Identification Numbers, reflecting considerably more than routine replacement of individual components. According to the announcement, the requirements result from higher fleet stocking levels, redesigned allowances intended to improve operational availability and endurance, maintenance activity, allowance-change requests and increased stocks at forward-deployed sites. The emphasis on inventory depth and forward positioning indicates an effort to have critical components available before equipment casualties translate into extended radar downtime or reduced ship availability.


    Related Topic: Raytheon Developing Enhanced SPY-6 Naval Radar Capabilities to Detect Smaller Targets at Greater Ranges

    The mix of equipment also makes the award operationally significant. SPY-1 and MK 99 are integral elements of the Aegis Weapon System installed on Arleigh Burke-class destroyers, while SPY-3 represents the multifunction radar architecture associated with the Zumwalt class. The same logistics action supports two distinct generations of U.S. surface-combatant sensor and fire-control technology. Sustaining SPY-1 is particularly important because Navy budget documents have previously stated that complete AN/SPY-1 radar production has ended while SPY-1-equipped destroyers still face decades of expected service. The Navy has consequently invested in battle spares, sustainment pools and measures addressing diminishing manufacturing sources to preserve Aegis readiness.

    That sustainment effort is unfolding alongside a broader transition in U.S. naval radar technology. As Army Recognition reported on October 13, Raytheon is separately developing advanced software and signal-processing algorithms under an Office of Naval Research-backed effort intended to help SPY-6 and future naval radars detect smaller, more difficult targets at greater distances. The SPY-6 work is separate from the latest spare-parts award, but together the efforts illustrate Raytheon’s position on both sides of the Navy’s radar equation: sustaining established SPY-1, MK 99 and SPY-3 capabilities while developing enhancements for the newer SPY-6 family. Army Recognition reported that the SPY-6 effort is focused primarily on extracting greater sensitivity and detection performance through processing and software rather than major hardware changes, with work extending through 2031.

    Raytheon will perform 95% of the $15,078,910 order in Andover, Massachusetts, and 5% in Chesapeake, Virginia, with completion expected by December 2034. The Navy will obligate fiscal 2026 working-capital funding at award, and the delivery order contains no option provision. The requirement was placed on a sole-source basis under 10 U.S.C. § 3204(a)(1), with one offer received. The extended delivery horizon points to a sustained inventory-support requirement rather than a short-term response to a single maintenance problem.

    The significance of the award ultimately lies less in its $15.1 million value than in what the Navy says it is intended to achieve. The original Surface Force North Star called for 75 mission-capable ships available on any given day, while the service’s Competitive Edge 2.0 strategy subsequently incorporated lessons from that effort into the broader objective of having 80% of U.S. warships combat-surge-ready by 2027. By increasing stocks for critical radar and fire-control equipment, including components supporting mature Aegis systems that must remain operational for years to come, the Navyis translating fleet-readiness targets into component-level logistics decisions. For surface forces expected to respond rapidly to increasingly demanding air and missile threats, the availability of a relatively small radar component can ultimately determine whether an advanced warship is ready to fight or waiting for repair.

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    Written by Teoman S. Nicanci – Defense Analyst, Army Recognition Group

    Teoman S. Nicanci holds degrees in Political Science, Comparative and International Politics, and International Relations and Diplomacy from leading Belgian universities, with research focused on Russian strategic behavior, defense technology, and modern warfare. He is a defense analyst at Army Recognition, specializing in the global defense industry, military armament, and emerging defense technologies.

  • U.S. Navy Deploys Two Carrier Strike Groups Near Iran to Expand Air Power Across the Arabian Sea

    The U.S. Navy039;s nuclear-powered aircraft carrier USS George H.W. Bush (CVN-77), pictured departing Norfolk in March 2026, has reportedly returned to the Arabian Sea, joining USS George Washington to expand American carrier-based air operations near Iran. (Picture source: U.S. Navy)

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    The U.S. Navy has restored a two-carrier presence in the Arabian Sea as USS George H.W. Bush joins USS George Washington near Iran, expanding American naval aviation capabilities across the Middle East. The deployment places two nuclear-powered carrier strike groups in the same operational theater, increasing U.S. capacity to conduct sustained air strikes, maritime surveillance, and air defense missions during ongoing military operations against Iran.

    The U.S. Navy's nuclear-powered aircraft carrier USS George H.W. Bush (CVN-77), pictured departing Norfolk in March 2026, has reportedly returned to the Arabian Sea, joining USS George Washington to expand American carrier-based air operations near Iran. (Picture source: U.S. Navy)

    The return of USS George H.W. Bush follows a temporary deployment to the U.S. Seventh Fleet area of responsibility, including a port visit to Phuket, Thailand, which ended on October 9. Its redeployment toward the Middle East comes as American forces continue naval operations against Iran and maintain a maritime blockade intended to restrict Iranian shipping activities.

    According to the Fleet and Marine Tracker published by USNI News on October 13, 2026, USS George H.W. Bush is operating in the Arabian Sea alongside USS George Washington, which remains deployed with Carrier Air Wing 5 and the Arleigh Burke-class guided-missile destroyer USS Shoup (DDG-86). The report places both aircraft carriers in the same maritime area without specifying their exact positions or the distance separating them. Their presence provides U.S. commanders with two independent naval aviation formations capable of supporting multiple missions simultaneously.

    Homeported at Naval Station Norfolk, Virginia, USS George H.W. Bush leads Carrier Strike Group 10 and carries Carrier Air Wing 7. Its embarked aviation component includes F/A-18E/F Super Hornet multirole fighters assigned to Strike Fighter Squadrons VFA-103, VFA-83, VFA-105, and VFA-131, along with EA-18G Growler electronic warfare aircraft from VAQ-140. The carrier strike group also includes the Arleigh Burke-class destroyers USS Donald Cook (DDG-75) and USS Ross (DDG-71), providing additional air defense and naval warfare capabilities.

    USS George Washington, forward-deployed from Yokosuka Naval Base in Japan, operates with Carrier Air Wing 5. Unlike the air wing aboard USS George H.W. Bush, its aviation component includes carrier-based F-35C Lightning II stealth fighters, alongside F/A-18E/F Super Hornets, EA-18G Growlers, and E-2D Advanced Hawkeye airborne early warning aircraft. This combination provides American commanders with complementary capabilities for precision strikes, electronic warfare, air defense, and reconnaissance missions.

    Related News: U.S. Aircraft Carrier USS Theodore Roosevelt Heads to Middle East as Navy Sustains Iran Operations

    Both warships are Nimitz-class nuclear-powered aircraft carriers, displacing about 97,000 tons and capable of exceeding 30 knots. Each vessel is equipped with four steam-powered catapults that launch aircraft from its flight deck, allowing sustained flight operations without relying on nearby land-based airfields. Their nuclear propulsion systems also provide extended cruising endurance, although aviation fuel, ammunition, maintenance supplies, and provisions still require regular replenishment at sea.

    The embarked aircraft perform different roles within the broader U.S. naval force. The F/A-18E/F Super Hornet can carry air-to-air missiles and precision-guided weapons for fleet defense and strikes against land or maritime targets. The EA-18G Growler supports these missions through electronic warfare capabilities designed to disrupt hostile radar and communications systems. Meanwhile, the F-35Ccombines a low radar signature with advanced sensors, enabling it to detect and engage threats in contested airspace. Integrating these aircraft allows carrier aviation to conduct several types of missions within the same naval formation.

    The presence of two carrier strike groups increases the number of aircraft available for combat air patrols, maritime interdiction, surveillance, and strike missions. It also allows flight operations to be distributed between two ships, providing additional flexibility during maintenance periods, aircraft recovery cycles, or phases of increased operational activity. Escorting destroyers equipped with the Aegis combat system can contribute to air and missile defense while supporting maritime security operations. However, the presence of two carriers in the same area does not necessarily mean their air wings are conducting coordinated missions or operating close to one another.

    This expansion of the American naval presence comes as commercial shipping continues to face attacks around the Strait of Hormuz, a maritime passage connecting Persian Gulf energy exports to international markets. Reports published in early October describe further strikes against vessels despite continued commercial shipping movements. U.S. naval forces are also maintaining operations intended to enforce restrictions on Iranian maritime activities, requiring the sustained deployment of surveillance assets, surface combatants, and carrier-based aircraft.

    The renewed concentration of American naval forces in the Arabian Sea reflects Washington's intention to maintain a substantial military presence near Iran while retaining the ability to respond to further escalation. Beyond the additional aircraft and defensive assets available, the deployment of two carrier strike groups increases U.S. capacity to conduct prolonged operations across the Persian Gulf and northern Indian Ocean. It also allows the United States to maintain an expanded air strike capability in the region while increasing its military presence near Iran and the Strait of Hormuz.

    Written By Erwan Halna du Fretay - Defense Analyst, Army Recognition Group
    Erwan Halna du Fretay holds a Master’s degree in International Relations and has experience studying conflicts and global arms transfers. His research interests include security and strategic studies, particularly the dynamics of the defense industry, the evolution of military technologies, and the strategic transformation of armed forces.

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  • U.S. Navy Makes First F-35C Fighter Jet Landing on Ford-Class Carrier USS John F. Kennedy

    The landing confirmed that the USS John F. Kennedy could recover an F-35C using its Advanced Arresting Gear, marking a key step toward integrating stealth fighters capable of conducting strikes beyond 1,100 km into the Navy039;s newest aircraft carriers. (Picture source: US DoD)

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    The U.S. Navy achieved the first arrested landing of an F-35C Lightning II fighter jet on a Ford-class aircraft carrier during trials aboard the future USS John F. Kennedy (CVN-79) in the Western Atlantic. Test pilots from Air Test and Evaluation Squadron 23 (VX-23) flew the aircraft, and the milestone confirmed initial compatibility between the carrier-based stealth fighter and the ship's Advanced Arresting Gear. The evaluation addresses integration requirements that previously limited early F-35C operations on the lead ship, USS Gerald R. Ford (CVN-78), and provides foundational recovery data ahead of CVN-79's planned fleet delivery in spring 2027.

    The landing confirmed that the USS John F. Kennedy could recover an F-35C using its Advanced Arresting Gear, marking a key step toward integrating stealth fighters capable of conducting strikes beyond 1,100 km into the Navy's newest aircraft carriers. (Picture source: US DoD)

    The milestone involved two specially instrumented F-35C Lightning II aircraft from U.S. Navy Air Test and Evaluation Squadron 23 (VX-23), based at Naval Air Station Patuxent River, Maryland, conducting Aircraft Compatibility Testing with the future USS John F. Kennedy (CVN-79) in the Western Atlantic. The trials focused on compatibility between the carrier-based fifth-generation fighter and the ship’s Advanced Arresting Gear (AAG), providing data needed to support future F-35C operations aboard Ford-class carriers. The first recovery took place aboard Kennedy rather than the lead ship USS Gerald R. Ford (CVN-78), which entered service before the full infrastructure required for sustained F-35C operations was available.

    The F-35C was developed specifically for catapult-assisted takeoffs and arrested recoveries, with an elongated wingspan of 13.1 m, compared with 10.7 m for the land-based F-35A, and a wing area of 62.1 m² to provide greater lift during carrier approaches. The aircraft measures 15.7 m in length, has a maximum takeoff weight of 31,751 kg, and carries up to 8,958 kg of internal fuel, compared with 6,531 kg for the F/A-18E Super Hornet. Its single Pratt & Whitney F135-PW-400 engine produces 191 kN of maximum afterburning thrust, while its strengthened landing gear, reinforced airframe, arresting hook, and folding wingtips accommodate carrier operations. The F-35C is 1,814 kg heavier than the Super Hornet at maximum takeoff weight, as its greater internal fuel capacity permits longer missions without external tanks, while its larger wing and flight-control surfaces help maintain the approach speeds and stability required to engage a carrier's arresting wires.

    The reason explaining why the U.S. Navy Ford-class carriers could not initially operate the F-35C was primarily an integration problem rather than a fundamental inability of the aircraft to land on the ships. The USS Gerald R. Ford entered service in 2017 without several installations required for routine F-35C operations because aircraft-specific requirements matured after major construction decisions, while acquisition cost restrictions contributed to postponing modifications. The F135's exhaust can reach temperatures of up to 1,982°C, requiring appropriate jet blast deflectors, thermal protection, and cooling arrangements for repeated launches. Additional work involves heat-resistant deck surfaces, stealth coating repair facilities, secure mission-data processing spaces, F135 servicing equipment, and aircraft maintenance connectivity.

    The Ford-class also replaces the Nimitz-class' steam catapults and conventional arresting machinery with EMALS and AAG, requiring new F-35C-specific compatibility testing. A November 2, 2020, contract modification incorporated these requirements into the USS John F. Kennedy (CVN-79) during construction, avoiding the same degree of post-delivery alteration required on the USS Gerald R. Ford (CVN-78). The October 13 recovery also provided an opportunity to evaluate how the F-35C interacts with the Ford class's Advanced Arresting Gear. At a representative approach speed of 250 km/h, an F-35C travels at 69.4 m/s, and a 97.5 m stopping distance would produce an average deceleration of 2.5 g under constant-deceleration assumptions. At an illustrative landing mass of 25,000 kg, its kinetic energy at that speed reaches 60.3 megajoules, which the AAG must manage before accounting for the aircraft's continued engine thrust and aerodynamic forces during arrestment.

    Therefore, the AAG regulates the loads transmitted through the arresting wire and aircraft tailhook according to the aircraft's mass and engagement conditions. The F-35C's Integrated Direct Lift Control, for its part, adjusts lift without equivalent pitch changes, while the Precision Landing Mode stabilizes the final approach toward the moving deck, but the pilot must still maintain alignment and execute a bolter if the hook misses the wire. The October 13, 2026, test confirmed arrested recovery, but the actual landing mass, stopping distance, engagement speed, and peak deceleration were not disclosed, preventing a quantitative comparison with the system's design limits. The USS John F. Kennedy (CVN-79) began being constructed at Newport News Shipbuilding in June 2015 under a two-phase delivery arrangement, replaced in November 2020 by a single-phase strategy incorporating F-35C modifications and the Enterprise Air Surveillance Radar.

    Section 124 of the Fiscal Year 2020 National Defense Authorization Act required the carrier to possess a F-35C operational capability before completing its post-shakedown availability. The revised construction arrangement added two years of work, while AAG certification and Advanced Weapons Elevator problems subsequently moved delivery from July 2025 to March 2027. By August 2026, seven of the 11 weapons elevators were complete, providing access to all ammunition magazines, although four still required testing. Following August acceptance trials, the CVN-79 received preliminary acceptance on September 29, 2026, at 99% completion, with formal delivery planned for spring 2027. The F-35C also changes the weapons and sensor capabilities available to a carrier air wing, as it combines an AN/APG-81 AESA radar, Distributed Aperture System, AN/ASQ-239 electronic warfare equipment, and sensor fusion to detect and track airborne and surface threats.

    Its internal air-to-air load currently accommodates four AIM-120 missiles, while the planned Sidekick modification would increase carriage to six, giving a squadron of 12 F-35Cs a theoretical internal capacity of 72 missiles instead of 48. Technology Refresh 3 also provides additional processing capacity for subsequent Block 4 improvements. The fighter's published combat radius exceeds 1,111 km, compared with a representative 926 km for the F/A-18E/F, although these figures depend on mission configurations. The Super Hornet retains 11 external weapons stations and an 8,029 kg maximum external weapons load, allowing mixed formations in which F-35Cs could identify defended targets and attack selected radar or command facilities, while Super Hornets launch larger numbers of standoff weapons from outside the most heavily defended areas. 

    The Ford-class was designed for 160 sustained sorties daily and 270 during surge operations, compared with Nimitz-class objectives of 120 and 240, increases of 33.3% and 12.5%, respectively. An air wing comprising 12 F-35Cs and 24 Super Hornets would allocate one-third of its 36 strike fighters to low-observable missions, potentially allowing F-35Cs to detect and attack defended targets while Super Hornets employ larger external weapons loads. E-2D Hawkeyes could coordinate surveillance, EA-18G Growlers provide electronic attack, and planned MQ-25 Stingray tankers extend fighter endurance while reducing Super Hornet buddy-tanking requirements. Against long-range coastal air defense networks, the F-35C's combat radius could permit strikes without moving the carrier as close to defended shorelines, although hostile anti-ship missile ranges may exceed that distance. The October 13 recovery establishes the beginning of shipboard F-35C compatibility testing aboard the Ford-class, but the operational result will depend on F-35C availability, EMALS/AAG reliability, weapons turnaround, tanker fuel offload, and coordinated sorties sustained over consecutive days.

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    Written by Jérôme Brahy

    Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, South Korea, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.

  • Bath Iron Works could produce more Arleigh Burke destroyers following new U.S. certification

    On October 12, 2026, the Pentagon certified Bath Iron Works to build an additional Arleigh Burke-class Flight III destroyer under the FY2027 procurement program, potentially increasing U.S. Navy orders from one to two ships. (Picture source: U.S. Navy)

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    On October 12, 2026, the U.S. Department of War certified General Dynamics Bath Iron Works in Maine as capable of constructing an additional Arleigh Burke-class Flight III destroyer under the FY2027 procurement program. The decision followed a comprehensive assessment evaluating production throughput, schedule adherence, quality assurance, supply chain resilience, and workforce stability. The certification permits the shipyard to expand annual U.S. Navy orders from one to two destroyers, clearing a major hurdle toward securing a second FY2027 contract alongside its existing 11-ship backlog.

    On October 12, 2026, the Pentagon certified Bath Iron Works to build an additional Arleigh Burke-class Flight III destroyer under the FY2027 procurement program, potentially increasing U.S. Navy orders from one to two ships. (Picture source: U.S. Navy)

    On October 12, 2026, the U.S. Department of War certified General Dynamics Bath Iron Works (BIW) in Maine as capable of building a second Arleigh Burke-class destroyer under the FY2027 procurement program, potentially increasing annual U.S. Navy orders from one to two ships. The decision followed an assessment of production throughput, schedule adherence, quality assurance, supply chains, and workforce organization. The Navy's original FY2027 budget requested one destroyer, the DDG-150, expected to be assigned to Ingalls Shipbuilding in Pascagoula, Mississippi, compared with two destroyers in FY2026 and three in FY2025. In May 2026, the House Armed Services Committee proposed $500 million in incremental funding authorization for a second Flight III destroyer, as Maine lawmakers opposed leaving BIW without a new FY2027 order.

    Bath already has 11 contracted destroyers, seven under construction and four awaiting fabrication, with deliveries scheduled through 2032. The new certification clears the shipyard to accept another order alongside that backlog, but the additional ship still requires congressional funding and a contract award. The proposed destroyer would belong to the Flight III variant, which measures 155.3 m long, displaces 9,900 tonnes at full load, and uses four LM2500 gas turbines producing 105,000 shaft horsepower, providing speeds exceeding 31 knots and a range of 8,149 km at 20 knots. The Flight III's AN/SPY-6(V)1 radar comprises four 4.27 m active electronically scanned arrays, each containing 37 Radar Modular Assemblies, integrated with Aegis Baseline 10. The ship also carries 96 Mk 41 vertical launch cells, divided into 32 forward and 64 aft, accommodating SM-2, SM-3, SM-6, ESSM, Tomahawk, and VL-ASROC missiles.

    Additional weapons include a 127 mm Mk 45 Mod 4 gun, six lightweight torpedo tubes, and two MH-60R helicopters supported by the AN/SQQ-89 sonar system. Compared with the Flight IIA, the Flight III retains the same missile capacity but increases electrical generation from 9 MW to 12 MW to operate its larger radar and additional cooling equipment. Bath's seven Flight III destroyers under construction are Louis H. Wilson Jr. (DDG-126), William Charette (DDG-130), Quentin Walsh (DDG-132), John E. Kilmer (DDG-134), Richard G. Lugar (DDG-136), J. William Middendorf (DDG-138), and Thomas G. Kelley (DDG-140). Louis H. Wilson Jr. entered fabrication on March 3, 2020, and was christened in September 2025, while William Charette was christened in August 2026. Quentin Walsh had its keel laid in April 2025, John E. Kilmer on September 10, 2026, and Thomas G. Kelley entered fabrication on May 21, 2026.

    Four additional contracted hulls, corresponding to DDG-135, DDG-137, DDG-144, and DDG-148 (the future USS Kyle Carpenter) in the allocated backlog, await construction. The delivery of the USS Patrick Gallagher (DDG-127) on May 28, 2026, completed Bath's final Flight IIA destroyer, leaving its active construction workload entirely concentrated on Flight III ships. Bath's construction times have increased substantially as the Arleigh Burke's complexity increased. The USS Michael Murphy (DDG-112) required 692 days between keel laying and delivery, against 1,641 days for the USS John Basilone (DDG-122), a 137% increase. The USS Patrick Gallagher required 90 months from fabrication in November 2018 to delivery in May 2026, while Louis H. Wilson Jr. has remained undelivered for more than 79 months.

    Across the wider Arleigh Burke-class program, the average funding-to-delivery interval has increased from five years for ships funded in 2000-2009 to 11 years for more recent destroyers. Flight III delivery delays reached 22 to 58 months in February 2026, compared with 8 to 33 months previously. For 13 follow-on ships, cumulative projected delays increased from 323 to 414 ship-months, averaging 31.8 months per destroyer. These figures cover both Bath and Ingalls, indicating that the delays are not confined to one contractor, and the 11-year procurement interval includes time preceding physical construction. Workforce experience, interruptions to production, and late material deliveries have contributed to these longer construction cycles. Bath employed 6,800 workers in October 2026, but nearly 60% of its personnel had fewer than five years of shipbuilding experience in 2021.

    The company planned to recruit 2,000 workers that year and estimated that 500 additional employees would be needed annually to replace retirees and departing personnel. However, inexperienced welders, electricians, and pipefitters require additional supervision, particularly when installation errors force completed work to be reopened. A 63-day strike involving 4,300 workers in 2020 also coincided with COVID-19 disruptions, while marine draftsmen conducted another weeklong strike in 2026. Material availability also deteriorated, with 200 to 300 late items requiring management attention in 2021, compared with earlier periods when overdue orders were negligible. A missing valve can prevent completion of a piping circuit, while a delayed generator or electrical cabinet can postpone installation of surrounding equipment and compartment closure.

    By April 2026, voluntary employee attrition had fallen below 10% annually, improving workforce retention. However, lower turnover does not immediately recover productivity lost through retirements, training requirements, and construction rework. Flight III construction introduces further constraints through its electrical and radar installations. Three 4 MW generators operating at 4,160 V replaced the Flight IIA's three 3 MW, 450 V generators, increasing electrical generating capacity by 33%. The AN/SPY-6(V)1 installation also requires two radar power-conversion modules, three ship-service transformers, five high-efficiency air-conditioning plants, and modified deckhouse structures. Additional cabling, piping, cooling connections, and structural supports increase the work required before compartments can be closed and tested.

    Bath's main waterfront facilities and Structural Fabrication Facility in Brunswick must also accommodate steel fabrication, unit assembly, pre-outfitting, hull integration, launch, pier-side installation, and trials for multiple ships simultaneously. Delayed components can consequently obstruct subsequent hull sections and extend waterfront occupancy. Nearly $1 billion has been invested in infrastructure initiatives across Bath and Ingalls since FY2021, without restoring consistent adherence to delivery schedules. Bath's completed-ship record remains below its estimated production capacity. The shipyard delivered the USS John Basilone on July 8, 2024, and the USS Patrick Gallagher on May 28, 2026, while completing the initial sea trials of the USS Harvey C. Barnum Jr. (DDG 124) in 2025, equivalent to 0.72 deliveries annually between January 2024 and October 13, 2026.

    Senator Susan Collins estimated in May 2026 that Bath was approaching a production rate of 1.5 destroyers annually, but this has not been demonstrated through completed deliveries. Still, the USS Patrick Gallagher was accepted more than two months ahead of its revised schedule after accelerated mechanical, electrical, and combat system trials, despite requiring 7.5 years from fabrication to delivery. At a sustained output of 1.5 ships annually, completing 11 Arleigh Burke destroyers would represent 7.3 years of deliveries, assuming no additional orders. An additional FY2027 contract would therefore support continuity of fabrication and supplier orders, but increasing fleet strength depends on reducing construction time and raising the frequency of completed deliveries.

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    Written by Jérôme Brahy

    Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, South Korea, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.

  • Netherlands scraps HNLMS Walrus submarine that simulated sinking of US aircraft carrier in 1999 exercise

    On October 12, 2026, the Netherlands sent the HNLMS Walrus for scrapping, ending the history of a submarine famously known for simulating the sinking of the US carrier USS Theodore Roosevelt and its eight escorting warships during a 1999 exercise. (Picture source: Dutch MoD)

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    On October 12, 2026, the Royal Netherlands Navy confirmed the transport of the former submarine HNLMS Walrus from Den Helder to Amsterdam for dismantling and recycling. Famous for penetrating carrier defenses during a 1999 NATO exercise to execute the simulated sinking of the USS Theodore Roosevelt, the 68-meter vessel arrived via the North Sea Canal on a floating pontoon. Its final disposal follows the systematic recovery of operational components to support remaining active Walrus-class units pending the arrival of new Orka-class submarines.

    On October 12, 2026, the Netherlands sent the HNLMS Walrus for scrapping, ending the history of a submarine famously known for simulating the sinking of the US carrier USS Theodore Roosevelt and its eight escorting warships during a 1999 exercise. (Picture source: Dutch MoD)

    On October 12, 2026, the Royal Netherlands Navy announced the scrapping of the HNLMS Walrus (S802), a 68-meter diesel-electric submarine retired in 2023 after 31 years of service and 3,000 days at sea. Transported from Den Helder to Amsterdam aboard a floating pontoon escorted by three tugboats, including the Eems Warrior, the submarine arrived that evening via the North Sea Canal. Its remaining hull will be dismantled, scrapped, and recycled, with some metal components melted down at an undisclosed location, following the recovery of usable equipment for the three other Walrus-class submarines. Commissioned on March 25, 1992, and retired on October 12, 2023, the Walrus conducted 14 operational deployments, including intelligence missions monitoring Iranian naval activities and Caribbean narcotics trafficking.

    During the 1999 JTFEX 99-1 exercise, it famously approached the USS Theodore Roosevelt undetected to within 1,500 meters, and simulated the sinking of the aircraft carrier and its eight escorting warships. Its disposal precedes the Zeeleeuw (S803)'s planned retirement later in 2026, leaving the Dolfijn (S808) and the Bruinvis (S810) operational until four French-built Orka-class submarines begin arriving between 2033 and 2037. The Zr.Ms. Walrus was constructed by Rotterdamsche Droogdok Maatschappij (RDM) in Rotterdam, with its keel laid on October 11, 1979, and its hull launched on October 28, 1985. A fire in the command center in 1986 delayed commissioning until March 25, 1992, allowing the HNLMS Zeeleeuw (S803) to enter service first in 1990.

    During 1990 trials, the Walrus exceeded the previous Dutch submarine depth benchmark of 220 meters despite concerns about fire damage, before entering service on March 25, 1992. The four-vessel program cost 2 billion Dutch guilders (corresponding to an estimated €2.2 billion in 2026), exceeding initial estimates by 65% and triggering the Walrus affair. The HNLMS Dolfijn (S808) and HNLMS Bruinvis (S810) entered service in 1993 and 1994, while the retirement of the two Zwaardvis-class submarines in 1994 reduced the country's inventory from six to four, leaving the Walrus-class responsible for all Dutch submarine operations for the following three decades. The Walrus-class measured 68 meters in length, 8.5 meters in beam, and 7.5 meters in draught, with a displacement of 2,450 tonnes surfaced and 2,800 tonnes submerged.

    Its diesel-electric propulsion system produced 3,132 kW, enabling speeds of 11 knots (20.4 km/h) surfaced and 20 knots (37 km/h) submerged, with a diving capability exceeding 300 meters. Four 533 mm torpedo tubes accommodated up to 20 Mk 48 heavyweight torpedoes. Automated machinery controls, valves, and operating functions reduced the crew from 70 aboard earlier Dolfijn-class submarines to 50, a 28.6% reduction, while quieter machinery and newer sonar improved passive detection and reduced the submarine's vulnerability to acoustic surveillance. Two accommodation decks, individual berths, and seawater desalination allowed daily showers instead of one every five days aboard the previous generation, improving crew conditions during extended deployments.

    Across its more than 31 years in commission, the HNLMS Walrus spent 3,000 days at sea, equivalent to an annual average of 95 sea days, including exercises, trials, training, and operational assignments, while its 14 deployments represented one formally assigned operation every 2.25 years. Shortly after entering service, the Walrus conducted a classified mission in the Mediterranean, followed by intelligence operations in the Persian Gulf in 2002, where it monitored Iranian naval activities. That deployment placed the submarine near maritime approaches connecting the Persian Gulf with the Strait of Hormuz, through which Iranian naval vessels and commercial shipping transit. In 2007, the Walrus operated in the Caribbean collecting intelligence on narcotics trafficking and regional maritime movements, while other Walrus-class operations involved the former Yugoslavia, anti-piracy missions, and northern waters.

    The class could also support special operations forces, reconnaissance of coastlines, mine warfare, and anti-submarine training for frigates and maritime helicopters. The HNLMS Walrus famously demonstrated its tactical advantages during JTFEX 99-1 in 1999, when it operated against the fourth Nimitz-class carrier USS Theodore Roosevelt (CVN-71), eight escorting warships, and supporting anti-submarine aircraft. Commanded by Jan Hubert Hulsker, the submarine managed to penetrate the carrier formation's defensive screen while remaining undetected. It approached the USS Theodore Roosevelt to a distance of 1,500 meters, from which Hulsker discharged two green smoke grenades, representing a successful simulated torpedo attack. The Walrus subsequently maneuvered beneath the aircraft carrier as the defending ships attempted to locate it, before achieving simulated engagements against the eight escorts and disengaging amid the acoustic activity generated by the formation.

    The exercise also demonstrated the limitations of relying on escort numbers alone for anti-submarine protection, since detection also depends on sonar conditions, sensor coverage, submarine acoustic emissions, and the defending force's search procedures. In April 2022, the Netherlands decided to retire two Walrus-class submarines rather than modernize all four, concentrating available maintenance capacity and spare parts on the vessels required to remain operational until the next decade. Consequently, the HNLMS Walrus was formally withdrawn on October 12, 2023, after having remained ashore since 2018, never completing the Instandhoudingsprogramma Walrusklasse (IP-W) life-extension program, and being stripped of reusable equipment for the Zeeleeuw, Dolfijn, and Bruinvis.

    The Zeeleeuw, commissioned in 1990, is scheduled for withdrawal later in 2026, leaving Dolfijn and Bruinvis, commissioned in 1993 and 1994 respectively, to maintain Dutch submarine operations into the 2030s. By 2033, those two submarines will have reached 40 and 39 years since commissioning, compared with Walrus's 31 years and six months when retired. Thus, recovering components from retired submarines reduces dependence on increasingly scarce replacement parts but does not eliminate age-related failures or maintenance downtime. Under a contract signed on September 30, 2024, the French Naval Group will build four Orka-class submarines, named Orka, Zwaardvis, Barracuda, and Tijgerhaai, to replace the Walrus-class submarines.

    Based on the conventionally powered Blacksword Barracuda design, these submarines will incorporate higher-capacity batteries, improved intelligence sensors, special forces facilities, and both torpedo and cruise missile launchers. The Netherlands also contracted Naval Group for F21 electrically propelled, wire-guided heavyweight torpedoes on June 15, 2026, while the construction of the submarines is scheduled to begin in 2027. Deliveries are planned from 2033 to 2037, as Den Helder's Nieuwe Haven facilities require modifications for the larger vessels. The transition also shifts complete submarine construction from Rotterdam to France, with Dutch companies participating through industrial cooperation and sustainment arrangements.

    Reducing the Dutch submarine force during the transition from four vessels to two cuts its theoretical annual hull availability from 1,460 to 730 submarine days before maintenance, training, and other restrictions are included. One submarine undergoing maintenance would remove 50% of the remaining inventory, compared with 25% previously, while simultaneous maintenance would leave no deployable vessel. The Netherlands has acknowledged that aging-related failures and additional maintenance reduce actual sea days, with shore-based simulators partly compensating for lost training opportunities. The future four-submarine force is planned to have five crews, providing personnel flexibility beyond a one-crew-per-submarine arrangement. Dutch transition planning anticipates operating both submarine classes between 2030 and 2035, under which Dolfijn and Bruinvis remain in service until the first two Orka-class submarines can assume their operational responsibilities.

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    Written by Jérôme Brahy

    Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, South Korea, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.

  • Raytheon Developing Enhanced SPY-6 Naval Radar Capabilities to Detect Smaller Targets at Greater Ranges

    Raytheon is developing advanced software and signal-processing algorithms to help U.S. Navy SPY-6 radars detect and classify smaller, harder-to-track targets at greater distances (Picture Source: Raytheon / U.S. Navy)

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    Raytheon is developing software and advanced processing algorithms to help U.S. Navy radars detect smaller, harder-to-find targets at greater distances, according to an RTX announcement published October 12, 2026. The Office of Naval Research-backed effort could give SPY-6 and future naval radars more time to identify and track emerging threats, improving a warship’s ability to react before they reach engagement range. The upgrades are designed to increase radar sensitivity and detection range through improved signal and data processing rather than major hardware changes. If transitioned to the fleet, the technology could strengthen detection of increasingly challenging air and surface threats while extending the operational value of the Navy’s existing radar architecture.

    Raytheon is developing advanced software and signal-processing algorithms to help U.S. Navy SPY-6 radars detect and classify smaller, harder-to-track targets at greater distances (Picture Source: Raytheon / U.S. Navy)

    The U.S. Navy’s increasingly capable radar architecture is set to gain another layer of technological advancement as Raytheon moves to improve how naval sensors detect and classify challenging targets. Under an initiative announced on October 12, 2026, RTX’s Raytheon has received an Office of Naval Research contract to develop advanced target-detection capabilities intended to extend radar reach, increase sensitivity and improve overall system efficiency. According to Raytheon, the work is being positioned for eventual transition into the SPY-6 family and other future naval radars, potentially strengthening the fleet’s ability to identify smaller objects at greater distances and make informed decisions sooner.

    At the technical level, Raytheon’s Advanced Technology team will develop and evaluate advanced signal- and data-processing algorithms alongside targeted software upgrades. The objective is not simply to add new functions, but to extract additional performance from naval radar architectures through improved processing: extending detection range, increasing sensitivity and making radar operations more efficient. Laboratory and field testing will be used to validate both performance and operational suitability before the technology is prepared for transition to fleet systems. Work is scheduled to continue at Raytheon facilities in Portsmouth, Rhode Island, and Andover, Massachusetts, through 2031. The effort also draws on previous Office of Naval Research initiatives, including ASPIRE and STORM, as well as Raytheon’s work on software-defined apertures. Raytheon did not disclose the value of the ONR contract in its announcement.

    Related Topic: U.S. Navy Future USS Ted Stevens Reaches Norfolk as Newest Flight III Destroyer to Redefine Aegis Fleet Defense

    The implications for the U.S. Navy become particularly clear when viewed through the architecture of SPY-6. Designed as a scalable family rather than a single radar configuration, SPY-6 combines common hardware and software with modular radar assemblies that can be adapted to different ship types and missions. The radar family supports air and missile defense across seven classes of Navy ships and is being integrated across new-production destroyers, frigates, aircraft carriers and amphibious warships, while scaled configurations are also being introduced through modernization programs for existing ships. According to Raytheon, SPY-6 is designed to provide greater range, sensitivity and discrimination than previous-generation systems, supporting the detection and tracking of complex air, missile and surface threats.

    Adding performance through software could offer the Navy an especially attractive modernization path. Raytheon describes software-first improvements to fielded radars as among the fastest and most cost-effective approaches for delivering mission-ready capability. If the new algorithms achieve their intended performance, ships equipped with compatible SPY-6 configurations could gain improved detection capability while potentially reducing the need for more extensive hardware changes, subject to Navy integration, certification and configuration requirements. For sailors and combat-system operators, detecting a smaller object at greater distance and classifying it more rapidly can translate into additional time to assess an approaching contact, establish an accurate track and determine the appropriate response. That advantage is particularly valuable for a Navy responsible for defending carrier strike groups, amphibious forces and independent surface combatants in increasingly complex operating environments.

    The fleet-wide implications become broader as SPY-6 deployment expands. Raytheon reported in July 2026 that SPY-6 was already aboard two commissioned U.S. Navy ships and installed on 11 additional vessels undergoing different stages of testing, with the family expected to equip more than 50 Navy ships over the following decade. A common radar architecture creates an important opportunity: once software improvements are validated and approved, advanced processing capabilities may be introduced across a broader family of compatible sensors rather than being confined to a single ship class. For the Navy, that commonality is particularly valuable because improvements developed at the processing and software level may offer a pathway to evolve sensor performance as operational requirements change, subject to the service’s testing and certification process. This approach can help preserve technological relevance as threats evolve, while the common architecture of SPY-6 supports sustainment, integration and future capability growth. The radar’s sensor data also contributes directly to the effectiveness of the Navy’s wider air and missile-defense architecture, including weapons from the Standard Missile family.

    For the U.S. Navy, the Raytheon effort represents more than a conventional radar enhancement program. It reflects a broader shift toward continuously improving naval combat capability through software, advanced processing and a common sensor architecture. Should the new technology successfully complete testing and transition into SPY-6 and future radar systems, the Navy could gain greater detection reach, improved sensitivity and faster target understanding while making fuller use of radar hardware already entering the fleet. As SPY-6 expands across U.S. surface forces, the ability to enhance its performance through software could offer the Navy a flexible and economically efficient means of sustaining its sensing advantage, and ensuring its ships remain prepared for increasingly demanding maritime missions.

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    Written by Teoman S. Nicanci – Defense Analyst, Army Recognition Group

    Teoman S. Nicanci holds degrees in Political Science, Comparative and International Politics, and International Relations and Diplomacy from leading Belgian universities, with research focused on Russian strategic behavior, defense technology, and modern warfare. He is a defense analyst at Army Recognition, specializing in the global defense industry, military armament, and emerging defense technologies.

  • U.S. Navy Deploys Counter-Drone Electronic Warfare System Aboard USS Ohio Nuclear Submarine

    Northrop Grumman is upgrading its DRAKE counter-drone electronic warfare system, deployed aboard U.S. Navy Ohio-class nuclear-powered guided-missile submarines, including USS Ohio (SSGN 726), to improve the detection, tracking, and disruption of small unmanned aerial threats during surface operations.

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    The U.S. Navy is deploying an upgraded counter-drone electronic warfare system aboard Ohio-class nuclear-powered guided-missile submarines, including the USS Ohio (SSGN 726), to strengthen protection against small unmanned aerial threats. Developed by Northrop Grumman, the Drone Restricted Access Using Known Electromagnetic Warfare (DRAKE) system detects and tracks drones and can disrupt their radio-control links through electronic jamming, providing an additional defensive capability when submarines operate on the surface.

    Northrop Grumman is upgrading its DRAKE counter-drone electronic warfare system, deployed aboard U.S. Navy Ohio-class nuclear-powered guided-missile submarines, including USS Ohio (SSGN 726), to improve the detection, tracking, and disruption of small unmanned aerial threats during surface operations. (Picture source: U.S. Department of War/Defense)

    According to information recently published by Janes ahead of the Association of the United States Army (AUSA) 2026 exhibition in Washington, D.C., Northrop Grumman is introducing software and hardware upgrades based on operational feedback. The modernization includes an Android-based operator interface designed to simplify counter-drone operations, while U.S. Navy officials have confirmed DRAKE deployments aboard guided-missile submarines.

    Integrating counter-unmanned aerial system technology aboard USS Ohio extends electronic warfare protection into the U.S. Navy's submarine force. Although nuclear-powered submarines rely primarily on underwater concealment for survivability, they can become exposed to aerial surveillance during surface operations, port approaches, and missions involving personnel or equipment transfers. Small unmanned aerial vehicles present a particular challenge because they can conduct close-range reconnaissance, monitor naval movements, or identify vessels operating near coastlines and maritime facilities. Commercially available drones equipped with electro-optical cameras also allow adversaries to gather intelligence without relying on conventional maritime patrol aircraft.

    DRAKE addresses this threat through a software-defined radio architecture that monitors the electromagnetic environment for signals associated with small unmanned aircraft. According to Northrop Grumman, the system can detect, identify, alert operators to, and track potential drone threats before employing electronic countermeasures when authorized. Unlike counter-drone weapons that physically destroy an aircraft using missiles, guns, or interceptor drones, DRAKE employs non-kinetic radio-frequency disruption intended to interrupt communications between a drone and its remote operator. Its effectiveness depends on the aircraft's communications architecture, operating frequencies, and ability to function autonomously.

    This approach is relevant aboard submarines, where installing dedicated air-defense weapons could create integration challenges and additional equipment requirements. Northrop Grumman describes DRAKE as an open-architecture electronic countermeasure system designed to accommodate emerging threats through software and hardware modernization. Its adaptable design allows the technology to support different military operating environments without relying solely on fixed electronic countermeasure configurations.

    The latest modernization includes an Android-based interface intended to simplify system operation. Michael Johnson, a Northrop Grumman fellow, explained ahead of AUSA 2026 that the company continues to modify DRAKE based on information collected during operational deployments. This feedback allows engineers to refine software and equipment configurations as deployed systems encounter different unmanned aircraft and electromagnetic conditions. Such adaptability is increasingly important as small drones evolve through changes in radio-control frequencies, communication protocols, and resistance to electronic countermeasures. Updating software-defined radio equipment without completely replacing the underlying hardware can also accelerate improvements while preserving equipment already integrated into military assets.

    DRAKE operators can monitor nearby unmanned aircraft without necessarily activating jamming, allowing personnel to assess potential threats before employing electronic countermeasures. The decision to disrupt radio-frequency communications depends on the operational situation and applicable rules of engagement, particularly where interference could affect other activities. For submarine operations, this distinction between monitoring and active electronic attack is important because it allows crews to maintain awareness of nearby drones without immediately transmitting jamming signals. Electronic disruption can then provide a defensive option when commanders determine that intervention is necessary and permitted.

    USS Ohio is one of four Ohio-class ballistic-missile submarines converted by the U.S. Navy into conventionally armed guided-missile submarines. The conversion replaced their original strategic nuclear missile mission with long-range conventional strike capabilities and support for special operations forces. Each converted submarine can carry up to 154 Tomahawk land-attack cruise missiles across 22 modified missile tubes and accommodate up to 66 special operations personnel, with facilities supporting their deployment and recovery during maritime missions. These characteristics make Ohio-class guided-missile submarines important assets for delivering concentrated conventional firepower and supporting covert operations, while their ability to operate submerged provides substantial protection against conventional detection.

    DRAKE's deployment aboard USS Ohio could be operationally valuable in situations where the submarine's concealment is reduced, including operations near naval facilities, periods spent on the surface, or selected special operations activities where hostile unmanned aircraft might attempt to observe the vessel. Electronic detection could provide additional warning of nearby aerial surveillance, while authorized jamming could help disrupt drones dependent on remote-control communications. However, the U.S. Navy has not publicly detailed DRAKE's precise installation arrangement, detection range, jamming coverage, or operating procedures aboard USS Ohio. Available disclosures also do not establish whether the latest Android-based interface has already been installed aboard the submarine or whether its naval configuration includes every electronic warfare function.

    Beyond submarines, Northrop Grumman reports that the U.S. Army, Navy, and Air Force employ DRAKE technology. The equipment draws on electronic warfare technology associated with the Joint Counter Radio-Controlled Improvised Explosive Device Electronic Warfare (JCREW) family, originally developed to counter radio-controlled explosive threats. Experience across different military environments helps inform software updates and countermeasure improvements as unmanned aircraft threats continue to evolve.

    The modernization reflects a broader shift in military force protection as inexpensive unmanned aircraft increasingly threaten high-value assets traditionally defended against more sophisticated air and maritime threats. Although submarines remain difficult targets when submerged, their exposure during surface activities creates an additional security challenge that electronic warfare equipment can help address. For the U.S. Navy, DRAKE's deployment aboard USS Ohio shows how counter-drone capabilities used by ground forces and expeditionary units are being extended to major naval assets without replacing the submarine's primary reliance on stealth and established defensive procedures.

    The strategic significance lies in protecting the operational availability of submarines capable of delivering large conventional missile salvos and supporting special operations. As unmanned reconnaissance becomes more accessible to potential adversaries, the ability to identify and counter aerial surveillance during vulnerable phases of submarine operations could help preserve mission security and reduce the risk of exposure. Continued software modernization also helps adapt defensive capabilities to emerging drone threats, potentially strengthening the survivability and operational flexibility of the U.S. Navy's guided-missile submarine force.

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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.

  • U.S. Navy Explores Littoral Combat Ships as Forward Bases for Marine AH-1Z Viper Attack Helicopters

    USS Canberra’s integration with a Marine Corps AH-1Z Viper in Okinawa demonstrates how littoral combat ships could serve as distributed aviation nodes for armed helicopters across the Indo-Pacific (Picture Source: U.S. Navy)

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    USS Canberra’s operation of a Marine Corps AH-1Z Viper signals a potentially important shift in how U.S. forces could distribute attack aviation across the Indo-Pacific, with imagery released by Commander, Expeditionary Strike Group 7 on October 12, 2026, showing the helicopter operating from the Independence-variant littoral combat ship. By using smaller, fast surface combatants as temporary launch, recovery, or refueling points for armed helicopters, the Navy and Marine Corps could push precision firepower closer to contested littorals, complicate enemy targeting, and reduce reliance on large amphibious ships as the sole forward bases for rotary-wing attack missions.

    USS Canberra’s integration with a Marine Corps AH-1Z Viper in Okinawa demonstrates how littoral combat ships could serve as distributed aviation nodes for armed helicopters across the Indo-Pacific (Picture Source: U.S. Navy)

    The U.S. Navy is demonstrating how a ship originally built for littoral surface warfare could assume a broader role as a mobile aviation node for Marine Corps attack helicopters. In imagery dated October 5, 2026, and released October 12, Commander, Expeditionary Strike Group 7 documented sailors aboard the Independence-variant littoral combat ship USS Canberra (LCS 30) preparing a Marine Corps AH-1Z Viper of Marine Light Attack Helicopter Squadron 367 for departure at White Beach Naval Facility, Okinawa. The activity is part of wider Navy-Marine Corps integration that could expand the number of locations from which armed rotary-wing aircraft can operate across the Indo-Pacific.

    From Littoral Combat Ship to Distributed Aviation Node

    The White Beach operation was not Canberra's first interaction with the Viper during the deployment. On October 1, Navy imagery documented an HMLA-367 AH-1Z landing aboard USS Canberra while the ship was underway in the Philippine Sea, being secured to the flight deck and later taking off again. Taken together, the Philippine Sea and Okinawa events demonstrate more than simple deck compatibility: they show Navy and Marine personnel practicing the movement, handling and operation of an armed Marine helicopter through an Independence-variant LCS in a forward Indo-Pacific environment. They also strengthen the case for using ships such as Canberra as alternative aviation launch and recovery points rather than restricting Marine attack helicopters to amphibious assault ships and established land bases.

    Related Topic: U.S. SPINE Modernization Repositions the AH-1Z Viper for Networked Long-Range Warfare in the Indo-Pacific

    The physical characteristics of the Independence variant make that concept particularly relevant. Its trimaran hull provides what the Navy describes as the largest flight deck of any current surface combatant, while its aviation hangar can accommodate two MH-60-class helicopters. Combined with the ship's mission bay, speed and relatively shallow-water access, those features create the possibility of employing an LCS as a mobile aviation “lily pad” able to receive helicopters, reposition them closer to an operating area and support additional sorties. Such employment would not transform Canberra into a miniature amphibious assault ship: an LCS lacks the fuel reserves, weapons magazines, maintenance depth and aviation-support infrastructure of an LHA or LHD. Its potential value instead lies in providing another temporary node within a much larger distributed aviation network.

    Extending the AH-1Z's Reach Across the Indo-Pacific

    The Canberra activity builds on earlier Navy-Marine Corps experiments that reveal a broader operational direction. During Steel Knight 23 in December 2022, the Independence-variant USS Jackson (LCS 6) operated with Marine AH-1Z Vipers and UH-1Y Venoms. Marines demonstrated the ability to position two H-1 helicopters on the LCS flight deck, conduct arming and de-arming procedures, refuel the aircraft and launch them again. The Marine detachment commander said at the time that the capability could extend the operational range of Marine light-attack helicopters and provide greater standoff for the amphibious ships from which they might originate. Canberra now carries that experimentation into the forward-deployed Western Pacific, suggesting the Navy-Marine Corps team is moving beyond proving whether the aircraft can physically use an LCS flight deck toward examining how the combination could support real expeditionary operations.

    The geostrategic implications are wider than additional helicopter deck space. Marine CorpsExpeditionary Advanced Base Operations envision dispersed forces supporting sea control, sea denial, maritime awareness and forward sustainment from numerous temporary nodes, while Marine Littoral Regiment concepts explicitly include forward arming and refueling of aircraft. An LCS able to receive and relaunch an AH-1Z could function in a role analogous to a mobile sea-based forward aviation point, allowing Vipers to move between expeditionary bases, amphibious ships and smaller surface combatants. The AH-1Z itself is optimized for offensive air support, armed escort and airborne supporting-arms coordination, while Marine testing of the Joint Air-to-Ground Missile has specifically examined the Viper's ability to support sea-denial and sea-control missions against maritime targets. There is no publicly announced program to permanently base AH-1Z detachments aboard LCS vessels, but the repeated integration of Marine attack helicopters with Independence-variant ships indicates an emerging U.S. ability to use them as alternate launch, recovery and support platforms.

    For U.S. planners facing the vast distances and increasingly contested operating environment of the Western Pacific, the real value of putting an AH-1Z aboard USS Canberra is not the creation of another helicopter carrier. It is the possibility of breaking the dependence of Marine rotary-wing aviation on a limited number of predictable operating hubs. A Viper able to shift between amphibious ships, expeditionary land bases and Independence-variant LCS vessels would give commanders more options for generating sorties while forcing an adversary to account for additional launch locations across the maritime battlespace. Canberra's operations with HMLA-367 add another step to a developing Navy-Marine Corps concept in which littoral combat ships could find a renewed purpose as mobile forward aviation platforms, extending the reach, flexibility and unpredictability of Marine attack aviation across the Indo-Pacific.

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    Written by Teoman S. Nicanci – Defense Analyst, Army Recognition Group

    Teoman S. Nicanci holds degrees in Political Science, Comparative and International Politics, and International Relations and Diplomacy from leading Belgian universities, with research focused on Russian strategic behavior, defense technology, and modern warfare. He is a defense analyst at Army Recognition, specializing in the global defense industry, military armament, and emerging defense technologies.

  • U.S. Virginia-Class Submarine USS Oregon in Norway Signals Rising High North Strategic Focus

    USS Oregon’s arrival in northern Norway highlights the growing role of U.S. attack submarines and allied infrastructure in strengthening NATO’s undersea deterrence across the strategically vital High North (Picture Source: U.S. Navy)

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    USS Oregon’s arrival in northern Norway signals the growing weight of U.S. undersea power in NATO’s High North, placing one of the Navy’s most advanced Virginia-class attack submarines near the strategic approaches to the Barents Sea and Russia’s Northern Fleet. The submarine reached Grøtsund near Tromsø on October 6, 2026, according to U.S. Naval Forces Europe-Africa/U.S. Sixth Fleet, demonstrating how Norwegian infrastructure is giving American submarines sustained access to a region where stealth, surveillance and anti-submarine warfare could prove decisive in protecting NATO’s northern flank and vital transatlantic reinforcement routes.

    USS Oregon’s arrival in northern Norway highlights the growing role of U.S. attack submarines and allied infrastructure in strengthening NATO’s undersea deterrence across the strategically vital High North (Picture Source: U.S. Navy)

    The arrival of USS Oregon in northern Norway is more than a routine submarine port call: it reflects the increasingly permanent character of U.S. undersea power across NATO’s High North. The Virginia-class fast-attack submarine USS Oregon (SSN 793) arrived at the Port of Grøtsund near Tromsø on October 6, 2026, placing one of the U.S. Navy’s most capable attack submarines above the Arctic Circle. According to U.S. Naval Forces Europe-Africa/U.S. Sixth Fleet, the visit forms part of routine U.S. and Allied undersea operations across northern Europe and the Arctic, where American submarines are sustaining maritime domain awareness, interoperability and collective defense.

    USS Oregon brings a formidable combination of stealth, endurance, sensors and offensive firepower to this demanding battlespace. Commissioned in 2022, Oregon is the 20th Virginia-class submarine and the second Block IV boat; the Block IV configuration was designed to reduce major depot maintenance requirements and increase operational deployments across the submarine’s service life. The U.S. Navy describes Virginia-class SSNs as multi-mission platforms optimized for anti-submarine warfare, anti-surface warfare, strike warfare, special operations and intelligence, surveillance and reconnaissance. In an Arctic and North Atlantic environment where acoustic discretion, contact classification, persistent ISR and the ability to establish local sea denial can shape an entire maritime campaign, Oregon represents precisely the type of platform required to preserve the U.S. Navy’s undersea warfighting advantage.

    Related Topic: U.S. MV-22B Osprey Sonobuoy Test Expands Options for Future Fleet Anti-Submarine Warfare

    Norway is simultaneously emerging as an increasingly important gateway for U.S. submarine operations in the High North. Grøtsund has been designated by Norway to receive Allied nuclear-powered vessels and provides access for replenishment, personnel changes and other support activities; Norwegian defense authorities have previously anticipated between five and ten reactor-powered submarine visits annually. USS Oregon’s arrival is also part of a visible operational pattern: fellow Virginia-class attack submarine USS Delaware (SSN 791) entered Grøtsund on September 1, only weeks before Oregon. Rather than representing isolated port calls, this sequence points to a maturing Allied support architecture capable of sustaining American SSNs close to the Norwegian Sea and Arctic approaches. For U.S. submarine forces, such access reduces the distance between forward operating areas and reliable NATO logistics, increasing persistence while strengthening interoperability with Norway’s armed forces.

    The wider geostrategic environment gives that infrastructure exceptional value. NATO now includes seven of the eight Arctic states, with Finland and Sweden adding substantial geographic depth to the Alliance’s northern flank, while NATO launched Arctic Sentry in February 2026 as a multi-domain activity led by Joint Force Command Norfolk to strengthen deterrence and defense across the Arctic and High North. Against this background, U.S. attack submarines provide a highly survivable means of conducting covert ISR, maintaining anti-submarine warfare pressure, protecting sea lines of communication and complicating any adversary’s attempt to establish uncontested bastion defense or freedom of maneuver in northern waters. The significance of Oregon is not that the submarine has been assigned any publicly disclosed mission against a particular Russian unit; it is that the United States can routinely place an advanced SSN inside an operating environment directly connected to Russia’s Northern Fleet approaches while remaining supported by a dense network of NATO territory, bases and partners.

    This is also why the GIUK–Norway–Barents Sea corridor is regaining a level of strategic importance reminiscent of the Cold War. NATO itself uses the term GIUK-NOR Gap for the maritime choke points between Greenland, Iceland, the United Kingdom and Norway, and Joint Force Command Norfolk has identified the area alongside the Arctic and North Atlantic as central to keeping transatlantic reinforcement and resupply routes open. Viewed through a naval-warfare lens, the GIUK-NOR approaches, Norwegian Sea and Barents Sea form a connected undersea maneuver space: submarines moving between Russia’s northern operating areas and the broader North Atlantic must contend with geography, acoustic surveillance, Allied ASW forces and NATO-controlled access points. American Virginia-class submarines operating along this axis can contribute to sea control and sea denial while forcing a potential opponent to dedicate significant ASW resources to protecting its own submarine movements. The same battlespace also protects the maritime bridge linking North America with European reinforcement, giving U.S. undersea operations relevance on both sides of the Atlantic.

    USS Oregon’s presence at Grøtsund ultimately illustrates an American strategic advantage that extends beyond the submarine itself. The United States combines a highly capable nuclear-powered attack-submarine force with Norway’s geography, Arctic expertise and increasingly established support infrastructure, while the wider NATO network provides access from the North American seaboard through the GIUK-NOR approaches and into the High North. As Arctic competition intensifies, the ability to deploy SSNs predictably, replenish them through Allied ports and integrate their undersea picture with NATO forces creates a powerful deterrent effect. USS Oregon is one element of that larger architecture, but its arrival demonstrates how U.S. naval power and Norwegian access are increasingly converging to secure the northern approaches, preserve transatlantic sea lines and maintain NATO’s undersea advantage from the North Atlantic toward the Barents Sea.

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    Written by Teoman S. Nicanci – Defense Analyst, Army Recognition Group

    Teoman S. Nicanci holds degrees in Political Science, Comparative and International Politics, and International Relations and Diplomacy from leading Belgian universities, with research focused on Russian strategic behavior, defense technology, and modern warfare. He is a defense analyst at Army Recognition, specializing in the global defense industry, military armament, and emerging defense technologies.

  • U.S. Navy Seeks American Shipyards to Build Next-Generation SSN(X) Nuclear Attack Submarines

    AI-generated artist’s impression of the U.S. Navy’s future SSN(X) next-generation nuclear-powered attack submarine operating alongside unmanned underwater vehicles. The SSN(X) program aims to develop a faster, stealthier and more heavily armed successor to the Virginia class. The illustration is conceptual and does not represent the submarine’s final design. (Picture source: AI-generated image / Army Recognition)

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    The U.S. Navy has launched an industrial capability assessment to identify American shipyards that can build the SSN(X), a next-generation nuclear-powered attack submarine designed to deliver greater underwater speed, improved acoustic stealth, increased weapons capacity, and better integration with unmanned underwater vehicles. The initiative marks an early step toward establishing the shipbuilding capacity needed to replace the Virginia-class attack submarines and strengthen U.S. undersea warfare capabilities against increasingly sophisticated adversaries.

    AI-generated artist’s impression of the U.S. Navy’s future SSN(X), a next-generation nuclear-powered attack submarine, operating alongside unmanned underwater vehicles. The SSN(X) program aims to develop a faster, stealthier, and more heavily armed successor to the Virginia class. The illustration is conceptual and does not represent the submarine’s final design. (Picture source: AI-generated image / Army Recognition)

    According to a recently published Sources Sought Notice from Naval Sea Systems Command (NAVSEA), the U.S. Navy seeks domestic shipyards capable of handling complete SSN(X) construction, including pressure-hull fabrication, modular outfitting, systems integration, and installation of nuclear reactor compartments. The assessment comes as existing American submarine construction facilities face sustained demand from Virginia-class attack submarines and Columbia-class strategic ballistic-missile submarines.

    The notice, published on October 9, 2026, under reference N00135-27-SSNX, was issued through NAVSEA's Team Submarine organization and the SSN(X) New Attack Submarine Program Office, designated PMS 351. It requests information from shipyards interested in serving as prime construction yards for the future submarine class, including their existing manufacturing capabilities, specialized facilities, and potential infrastructure investments. The assessment is an early acquisition-planning measure, not a construction contract or a decision to select a particular shipyard, and the collected information is intended to help Navy officials evaluate industrial capacity and determine what improvements may be needed before production begins.

    Related Topic: US Navy Takes Lead in Designing Next Gen DDG(X) Destroyer and SSN(X) Submarine for 2030s Fleet

    SSN(X) is intended to succeed the Virginia-class nuclear-powered attack submarine, which currently forms the core of the U.S. Navy's modern attack submarine fleet alongside remaining Los Angeles-class vessels and three Seawolf-class submarines. Although the Navy has not selected the final SSN(X) design, it has established broad capability objectives focused on greater underwater speed, improved acoustic characteristics, and increased weapons capacity. These improvements would help future American attack submarines maneuver against advanced enemy submarines, reduce their vulnerability to detection, and reposition more effectively while conducting intelligence collection, surveillance, sea denial, and offensive strike missions.

    A major objective is to increase the submarine's weapons payload, particularly through greater torpedo-room capacity. Additional internal weapon stowage could allow SSN(X) to sustain more engagements before returning to port for replenishment, improving combat endurance during extended operations in heavily defended maritime theaters. The U.S. Navy also wants the future submarine to employ and coordinate with more unmanned underwater systems and remote sensors, potentially extending its reconnaissance reach and enabling distributed operations without requiring the crewed submarine to approach every potential threat directly.

    Unlike improvements introduced through successive Virginia-class construction blocks, SSN(X) is expected to incorporate these capabilities into a new submarine design. Its development must balance increased speed, weapons capacity, acoustic performance, and operational availability against engineering constraints associated with nuclear propulsion, submarine displacement, and onboard systems integration. These requirements make access to specialized construction facilities and an experienced industrial workforce especially important to the program's long-term success.

    In the United States, nuclear-powered submarine construction is currently concentrated at General Dynamics Electric Boat (facilities in Groton, Connecticut, and Quonset Point, Rhode Island) and Huntington Ingalls Industries' Newport News Shipbuilding division in Virginia. Both shipbuilders build Virginia-class and Columbia-class submarines, so their existing production commitments will be central to future SSN(X) planning. The U.S. Navy's assessment could help determine whether SSN(X) construction should continue through the established shared-production arrangement or whether an alternative industrial structure would offer advantages, although any expansion beyond existing nuclear submarine shipbuilding facilities would require major infrastructure investment and workforce development.

    The pressure on American submarine manufacturing capacity is already significant. Virginia-class construction must support the Navy's attack submarine force requirements, while Columbia-class production remains a major strategic priority because these submarines will replace the aging Ohio-class ballistic-missile submarines responsible for the sea-based component of the U.S. nuclear deterrent. Simultaneous production places heavy demands on skilled welders, engineers, naval architects, nuclear-qualified technicians, and specialized suppliers, meaning that introducing SSN(X) without adequate industrial preparation could intensify competition for resources and affect construction schedules.

    The planned introduction of SSN(X) also carries substantial financial implications. According to Congressional Research Service reporting, the Congressional Budget Office estimated the average procurement cost at about $7.1 billion per submarine under U.S. Navy assumptions and $8.7 billion under CBO calculations, in fiscal year 2024. The U.S. Congressional Budget Office used a design assumption of about 10,100 tons submerged displacement, exceeding the original Virginia-class submarine's about 7,800 tons and the Seawolf class's about 9,138 tons. The final displacement, construction cost, and technical configuration of SSN(X) remain undetermined.

    The U.S. Navy previously deferred the planned procurement of the first SSN(X) from fiscal year 2035 to fiscal year 2040, citing broader budgetary constraints. The revised schedule extends the period during which Virginia-class submarines must remain central to American undersea combat capability and increases the importance of maintaining the submarine design workforce ahead of the next generation's construction phase. For fiscal year 2026, the Navy requested about $622.8 million in research and development funding for SSN(X), including $366 million for submarine class development and $256.8 million for next-generation nuclear propulsion development, rather than construction funding for an approved submarine design.

    Interested shipyards must submit their capability information by October 15, 2026, at 5:00 p.m. Eastern Daylight Time. Their responses will help the Navy better understand existing manufacturing capacity and identify future investments needed to support SSN(X) construction. This assessment matters because industrial limitations could delay introducing new undersea combat capabilities even if the Navy completes the submarine's technical development.

    Beyond the immediate shipbuilding assessment, SSN(X) is strategically significant because nuclear-powered attack submarines remain among the U.S. Navy's most important assets for operations against sophisticated maritime threats. Their ability to operate covertly, track hostile submarines, collect intelligence, and launch weapons gives American commanders military options adversaries find difficult to detect or counter. These characteristics matter most in the Indo-Pacific, where China continues to expand and modernize its submarine fleet while developing more capable maritime surveillance and anti-submarine warfare systems.

    A future American attack submarine combining improved underwater mobility, lower acoustic detectability, greater weapons capacity and unmanned-system integration could strengthen the Navy's ability to operate inside contested maritime areas and sustain offensive operations against increasingly capable naval forces. However, delivering these advantages will depend as much on industrial readiness as on the submarine's technical performance. By identifying potential construction yards and investment requirements well before the planned first procurement in fiscal year 2040, the U.S. Navy is addressing a critical risk facing SSN(X) and laying the groundwork for the manufacturing capacity needed to sustain American undersea superiority in future conflicts.

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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.

  • U.S. Navy Strengthens Warship Defenses Against Anti-Ship Missiles With Electronic Warfare Systems

    The U.S. Navy039;s AN/SLQ-32(V)6 SEWIP Block 2 electronic-warfare system strengthens the ability of American warships to detect and identify hostile radar emissions associated with anti-ship missile threats. Lockheed Martin has received a nearly $209 million contract modification to continue production of the system through September 2029. (Picture source: U.S. Navy)

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    The U.S. Navy is investing nearly $209 million to improve its warships’ ability to detect hostile radar emissions linked to anti-ship missile threats, ordering additional AN/SLQ-32(V)6 electronic-warfare systems from Lockheed Martin. The equipment strengthens electronic surveillance and threat identification aboard American surface combatants, helping crews recognize potential attacks earlier and make faster defensive decisions.

    The U.S. Navy's AN/SLQ-32(V)6 SEWIP Block 2 electronic-warfare system improves American warships' ability to detect and identify hostile radar emissions associated with anti-ship missile threats. Lockheed Martin received a nearly $209 million contract modification to continue producing the system through September 2029. (Picture source: U.S. Navy)

    Under a recently disclosed $208.96 million contract modification, the U.S. Navy will continue production of the Surface Electronic Warfare Improvement Program (SEWIP) Block 2 through September 2029. The investment supports modernizing shipboard electronic defenses as American destroyers and other warships face increasingly sophisticated anti-ship missiles and radar-guided threats in contested maritime environments.

    The AN/SLQ-32(V)6 is an advanced electronic-support configuration developed under SEWIP Block 2, the Navy's long-running effort to modernize the AN/SLQ-32 electronic-warfare family. Originally introduced in the late 1970s, the AN/SLQ-32 series provides electromagnetic signal detection, analysis, and threat warning for shipboard defensive operations. The Block 2 modernization replaces aging surveillance components with improved receivers, antennas, and combat-system interfaces designed to address evolving naval radar and missile threats.

    Naval Sea Systems Command awarded the contract on September 30, 2026, and publicly reported it in early October, extending Lockheed Martin's production activities under agreement N00024-20-C-5503. If all associated options are exercised, the cumulative value of the underlying contract could reach approximately $1.71 billion. Manufacturing will take place primarily in Liverpool, New York, accounting for 78% of the work, with the remaining 22% performed in Lansdale, Pennsylvania.

    Unlike conventional shipboard radars that transmit electromagnetic signals to locate targets, the AN/SLQ-32(V)6 primarily relies on passive electronic surveillance to detect and analyze emissions from external sources. These include surveillance radars, fire-control radars, and electronic activity associated with hostile weapon systems. By identifying and characterizing these signals, the equipment helps operators distinguish routine radar activity from potential targeting and attack preparations.

    The SEWIP Block 2 upgrade incorporates improved electronic-support antennas and receivers, along with combat-system interfaces that allow electronic-warfare information to support shipboard defensive operations. The AN/SLQ-32(V)6 configuration also integrates Specific Emitter Identification capabilities developed under Block 1B2 and the High Gain High Sensitivity sensor introduced through Block 1B3. These improvements strengthen radar-emitter identification and situational awareness in complex electromagnetic conditions.

    These capabilities are particularly important for U.S. Navy Arleigh Burke-class guided-missile destroyers, which must protect themselves and accompanying vessels against aircraft, cruise missiles, and other airborne threats. Electronic-surveillance information can complement the ship's AN/SPY-series radar and Aegis combat system by providing additional indications of hostile radar activity. This helps commanders assess emerging threats and determine when to increase defensive readiness or prepare countermeasures.

    During a potential missile engagement, earlier recognition of hostile radar emissions can provide additional time for defensive preparations. Crews may use this information to adjust surveillance priorities, coordinate responses, and prepare electronic countermeasures or missile interceptors. However, the AN/SLQ-32(V)6 is primarily an electronic-support system rather than a dedicated electronic-attack system, and the contract does not establish any specific increase in detection range or missile-interception performance.

    This distinction is central to the U.S. Navy's electronic-warfare modernization strategy. SEWIP Block 2 concentrates on electronic support, improving the detection, classification, and processing of electromagnetic threats, while SEWIP Block 3 introduces advanced electronic-attack capabilities designed to disrupt hostile radar and missile-seeker operations.** Block 2 improves the crew's understanding of potential threats, while Block 3 provides additional means to interfere with enemy targeting systems. Together, they strengthen complementary layers of naval electronic warfare.

    The AN/SLQ-32(V)6 has moved beyond development into full-rate production, a milestone SEWIP Block 2 achieved in September 2016. Its installation aboard Arleigh Burke-class destroyers demonstrates that the Navy is expanding an established capability rather than introducing an experimental system. The latest modification supports this modernization effort, though the announcement does not specify how many additional shipsets were ordered or which vessels are scheduled to receive them.

    The contract's financial structure reflects continued investment in electronic-warfare equipment across the U.S. surface fleet. According to publicly released contract information, approximately $129.49 million comes from fiscal 2026 shipbuilding and conversion funds, while $58.15 million is allocated from fiscal 2026 other procurement funds. Additional obligations include $20.31 million in fiscal 2025 procurement funding and approximately $1.01 million in fiscal 2026 research, development, test, and evaluation funding.

    The operational importance of electronic surveillance is growing as anti-ship missiles employ sophisticated radar seekers, low-altitude flight profiles, and coordinated attack tactics. These threats can reduce the time available for detection and defensive engagement. Electronic-support equipment provides an additional warning source by identifying relevant radar activity, potentially allowing crews to anticipate threats before their defensive radars establish complete tracks of incoming weapons.

    For U.S. naval forces in the Indo-Pacific, this capability is especially relevant given extensive coastal surveillance networks, airborne sensors, and long-range anti-ship weapons. Improved electronic-support systems can help American destroyers recognize hostile targeting activity and coordinate defensive responses while operating in contested waters.

    Continued production through September 2029 also sustains manufacturing capacity for specialized receivers, antennas, electronic components, and combat-system integration. Maintaining this industrial capability supports the Navy's ability to install and sustain upgraded electronic-warfare equipment across operational vessels.

    The nearly $209 million investment ultimately reinforces a critical element of U.S. Navy warship protection: the ability to identify hostile electromagnetic activity and translate that information into timely defensive decisions. Although SEWIP Block 2 does not introduce a new missile interceptor or dedicated electronic-attack capability, it strengthens the threat-awareness component of layered shipboard defenses. Combined with naval radars, missile interceptors, and more advanced electronic-attack systems, the AN/SLQ-32(V)6 supports the survivability and combat effectiveness of American surface forces facing increasingly capable anti-ship weapons.

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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.

  • U.S. Fighter Jet Disables Cargo Ship in Gulf of Oman During Iran Blockade Enforcement

    A U.S. military fighter jet conducts a precision strike against the stern of the Panama-flagged M/V Ocean Molica in the Gulf of Oman on October 10, 2026. According to U.S. Central Command, the strike disabled the commercial cargo ship039;s propulsion system without sinking the vessel or injuring its crew after an alleged violation of the U.S. naval blockade against Iran. (Video source: U.S. Central Command)

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    A U.S. military fighter jet struck the stern of a commercial cargo ship in the Gulf of Oman with a precision-guided munition, disabling its propulsion system without sinking the vessel or injuring its crew, according to U.S. Central Command (CENTCOM). The targeted ship, the Panama-flagged M/V Ocean Molica, also known as Arika Sun, was allegedly attempting to breach the American naval blockade against Iran after ignoring repeated military warnings.

    A U.S. military fighter jet conducts a precision strike against the stern of the Panama-flagged M/V Ocean Molica in the Gulf of Oman on October 10, 2026. According to U.S. Central Command, the strike disabled the commercial cargo ship's propulsion system without sinking the vessel or injuring its crew after an alleged violation of the U.S. naval blockade against Iran. (Video source: U.S. Central Command)

    The strike demonstrates how U.S. combat aircraft can use precision weapons to immobilize commercial vessels rather than destroy them completely. By targeting the ship's stern, American forces reportedly stopped its movement while avoiding the destruction of the vessel, illustrating a targeted approach to maritime interdiction near the strategically important Strait of Hormuz.

    In a recent official announcement, CENTCOM confirmed that the cargo ship had previously departed an Iranian port and was attempting to transit regional waters despite repeated warnings from American forces. The command said the fighter aircraft employed a precision munition that fully disabled the vessel's propulsion system, with no reported injuries among crew members. The U.S. military did not identify the aircraft model or weapon used in the engagement.

    The decision to strike the stern is particularly significant from a military and technical perspective. This section of a commercial cargo ship contains or connects to essential propulsion and steering systems. Damage to these components can prevent a ship from maneuvering under its own power, making a targeted strike against the stern a potential way to stop maritime movement without necessarily sinking the vessel.

    CENTCOM did not disclose whether the munition directly damaged the propulsion machinery or whether secondary effects caused the loss of mobility. The command also provided no detailed assessment of structural damage or information about whether the Ocean Molica required towing assistance. Although the military reported no crew casualties, any precision strike against a commercial ship carries risks of fire, flooding, and damage beyond the intended impact area.

    Related Topic: U.S. Tightens Military Pressure on Iran as Naval Blockade Redirects 122 Commercial Vessels

    The engagement also illustrates the operational flexibility that tactical aviation provides during naval blockade enforcement. Fighter jets equipped with suitable targeting systems and precision-guided weapons can respond rapidly to designated maritime targets beyond the immediate position of American surface warships. Such operations depend on accurate vessel identification, surveillance, and coordination between naval and air commanders to ensure they engage the intended ship.

    The strike took place on October 10, 2026, as part of an ongoing American naval blockade of shipping entering or leaving Iranian ports. According to CENTCOM, the United States resumed enforcing the blockade on July 14, using military warnings, maritime interception procedures, and direct strikes against vessels accused of violating the restrictions.

    During approximately three months of enforcement, CENTCOM reported that U.S. forces had disabled four commercial vessels and compelled another 135 ships to reverse course. The command also stated that American forces had destroyed ten oil tankers associated with what it described as the Islamic Revolutionary Guard Corps' multibillion-dollar shadow shipping network. These figures indicate that the October 10 engagement was part of an established military campaign rather than an isolated strike against commercial shipping.

    The blockade is being enforced in one of the world's most strategically sensitive maritime regions. The Gulf of Oman connects the Arabian Sea with the Strait of Hormuz, which carried approximately 20 percent of global oil consumption before the U.S.-Israeli war with Iran began in February 2026. Military operations affecting shipping in these waters therefore affect international energy transport, commercial vessel movements, and regional maritime security.

    Reuters reported that traffic through the Strait of Hormuz had recently fallen to its lowest level in more than two months after attacks on oil tankers increased. The combination of American blockade enforcement and continued attacks on commercial shipping has heightened the risks facing vessels operating near Iranian waters, where merchant crews must navigate an increasingly contested military environment.

    The circumstances surrounding the Ocean Molica's attempted passage remain based primarily on the American military account. Reuters reported that it had not immediately obtained comment from the vessel's operator, leaving the crew's explanation and the precise sequence of warnings independently unconfirmed. CENTCOM also did not disclose the ship's cargo or identify any direct organizational connection between the vessel and Iranian military authorities.

    Following the strike, CENTCOM instructed mariners operating in the Gulf of Oman and the approaches to the Strait of Hormuz to comply with blockade warnings, monitor Notice to Mariners broadcasts, and maintain communication with U.S. naval forces on bridge-to-bridge VHF Channel 16. These measures support military coordination with commercial shipping in blockade-affected waters.

    The October 10, 2026, operation highlights the growing importance of precision airpower in American maritime interdiction operations. By reportedly disabling the Ocean Molica's propulsion through a targeted strike on its stern, U.S. forces demonstrated an ability to stop a commercial ship without sinking it or causing reported crew casualties. The engagement also signals Washington's continued willingness to use military force against vessels accused of violating the Iran blockade, increasing operational pressure on shipping around the Strait of Hormuz while raising broader questions about the risks and consequences of kinetic enforcement against commercial maritime traffic.

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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.

  • U.S. Corsair Autonomous Surface Vessels Expand Security Operations Around Panama Canal Approaches

    U.S.-provided Corsair autonomous surface vessels are extending Panama’s maritime surveillance reach around the Panama Canal approaches following their deployment during PANAMAX 2026 (U.S. Department of War)

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    Corsair autonomous surface vessels are expanding persistent surveillance around the Panama Canal approaches, with the U.S. Department of War confirming on October 9, 2026, that the systems deployed during PANAMAX 2026 remain in Panama for maritime-security missions. Their move from multinational exercises to operational patrols strengthens monitoring around a strategic global shipping corridor while demonstrating how autonomous platforms can support partner-led maritime security.

    U.S.-provided Corsair autonomous surface vessels are extending Panama’s maritime surveillance reach around the Panama Canal approaches following their deployment during PANAMAX 2026 (U.S. Department of War)

    A new layer of persistent maritime surveillance is taking shape in Panamanian waters as U.S.-provided Corsair unmanned surface vessels extend the reach of one of Washington’s key security partners in the Western Hemisphere. In an announcement issued on October 9, 2026, the U.S. Department of War confirmed that Corsair platforms retained in Panama after Exercise PANAMAX 2026 are supporting a maritime-security mission conducted in partnership with Panama’s National Aeronaval Service. The deployment combines American autonomous technology with Panamanian operational authority at a time when protection of the approaches to the Panama Canal carries growing importance for regional security, counter-narcotics operations and the uninterrupted movement of international commerce.

    The Corsairs first demonstrated their operational value during PANAMAX 2026, a Panama-hosted and U.S. Southern Command-sponsored multinational exercise involving 19 nations and focused heavily on protecting the Panama Canal, strengthening interoperability and preserving regional stability. Following the exercise, the U.S. Embassy, SOUTHCOM and Panama’s Ministry of Security coordinated to retain the vessels for continued maritime-security operations. The transition from multinational exercise activity to a real-world patrol mission is especially significant because it offers an early indication of how SOUTHCOM’s newly established Autonomous Warfare Command can move autonomous systems from experimentation into persistent operations alongside regional partners. SOUTHCOM formally established that command in April 2026 to integrate autonomous and unmanned capabilities into regional security cooperation and operational missions.

    Related Topic: U.S. Corsair One-Way Attack Sea Drones Redefine Naval Strike Warfare in First Combat Use Against Iran

    The mission is closely matched to the capabilities of Saronic Technologies’ Corsair. According to the manufacturer, Corsair is a 24-foot autonomous surface vessel with a range exceeding 1,000 nautical miles, speeds above 35 knots and a payload capacity of up to 1,000 pounds. Its significance extends beyond those specifications. Corsair belongs to a modular autonomous architecture intended to support multiple mission configurations while combining endurance, onboard autonomy and adaptable payload capacity. In Panama, U.S. officials have highlighted radar and electro-optical sensors that provide enhanced detection capabilities similar to those associated with crewed patrol craft, allowing operators to maintain awareness across a wider maritime area without placing personnel aboard every vessel. More consequential than speed alone is the ability to distribute sensors across additional hulls and maintain persistent surveillance over areas that would otherwise demand greater manpower and operating resources.

    Operationally, the deployment creates what can be viewed as a distributed sensor-to-interdiction model. Autonomous vessels can patrol, detect and help classify maritime contacts while Panamanian personnel retain responsibility for investigation, interception and law-enforcement action. This allows crewed patrol vessels, aircraft and security personnel to concentrate on contacts that genuinely require intervention instead of using limited assets for continuous surveillance over large sea areas.

    The U.S. Department of War has stressed that the Corsairs complement rather than replace Panama’s existing maritime forces and decision-making authorities. The mission also supports the Americas Counter Cartel Coalition by improving regional coordination against narcotics trafficking, illicit networks and other designated threats while respecting Panamanian sovereignty. From a force-design perspective, this represents the economics of persistent presence: autonomous hulls can expand the area under surveillance without requiring a proportional increase in embarked crews.

    Panama’s geography elevates the mission well beyond routine maritime policing. The country controls the interoceanic corridor linking the Atlantic and Pacific, while the Canal remains deeply connected to U.S. trade, logistics and strategic mobility. The Panama Canal Authority states that the United States remains the waterway’s leading user country, with roughly two-thirds of cargo moving through the Canal originating from or destined for the U.S. market. The Authority also reported in 2026 that the waterway connects 180 trade routes, 1,920 ports across 170 countries, handles cargo valued at approximately $444 billion annually and carries about 3% of international maritime trade. During PANAMAX, U.S. naval leadership described the Panama Canal as strategic key terrain and its protection as a cornerstone of global economic stability. Persistent surveillance around its maritime approaches consequently supports both Panamanian sovereignty and significant American economic and security interests.

    Corsair’s broader operational record also reveals why the platform is attracting attention inside the U.S. defense establishment. The Department of War noted that the same type of platform had recently supported the rescue of downed AH-64 Apache pilots off Oman, while the Panama deployment demonstrates its value for maritime domain awareness and persistent patrol missions. In a separate combat episode on July 12, 2026, U.S. Central Command confirmed that three Corsair unmanned surface vessels configured as one-way attack systems struck a submarine and ship-maintenance facility at Iran’s Bandar Abbas Naval Base, marking the first American combat employment of sea drones. Army Recognition subsequently analyzed the strike as an important development in U.S. autonomous maritime warfare.

    There is no indication that the Corsairs operating in Panama are armed, configured for one-way attack missions or assigned a strike role. The relevance of the comparison lies instead in the adaptability of the underlying platform family: publicly disclosed missions now span personnel recovery, maritime surveillance and, in a separately configured combat role, precision attack. This breadth demonstrates how a common autonomous maritime architecture can support sharply different operational requirements without implying that every Corsair carries the same payload or mission package.

    The Panamanian deployment provides an important view of how the United States can employ autonomous maritime systems in support of trusted regional partners without replacing sovereign forces or unnecessarily increasing personnel exposure. It also gives SOUTHCOM and Panama an operational environment in which to assess how additional autonomous capabilities could help protect critical waterways and maritime infrastructure, including possible future applications in the Canal environment itself. By combining U.S. technological innovation, persistent unmanned surveillance and Panamanian command authority, the Corsair mission presents a scalable model for strengthening maritime awareness, disrupting transnational threats and safeguarding one of the world’s most strategically significant commercial corridors. For Washington, it also demonstrates how autonomous systems can reinforce regional partnerships while preserving high-value crewed assets for missions that demand direct human presence and greater combat capability.

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    Written by Teoman S. Nicanci – Defense Analyst, Army Recognition Group

    Teoman S. Nicanci holds degrees in Political Science, Comparative and International Politics, and International Relations and Diplomacy from leading Belgian universities, with research focused on Russian strategic behavior, defense technology, and modern warfare. He is a defense analyst at Army Recognition, specializing in the global defense industry, military armament, and emerging defense technologies.

  • U.S. Coast Guard MQ-9B Drone Order Sharpens America’s Long-Range Maritime Surveillance Edge

    The U.S. Coast Guard is adding four long-range MQ-9B drones to extend persistent surveillance across U.S. maritime approaches, borders and critical infrastructure (Picture Source: General Atomics)

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    The U.S. Coast Guard is moving into long-range unmanned maritime surveillance with four General Atomics MQ-9B drones, a $247.8 million order revealed on October 9, 2026. Able to remain airborne for more than 30 hours with advanced maritime sensors, the MQ-9B will push U.S. threat detection deeper into offshore approaches while expanding coverage for counter-narcotics, search-and-rescue and security missions.

    The U.S. Coast Guard is adding four long-range MQ-9B drones to extend persistent surveillance across U.S. maritime approaches, borders and critical infrastructure (Picture Source: General Atomics)

    Persistent surveillance far beyond the horizon is becoming increasingly important to the protection of U.S. maritime approaches, borders and critical infrastructure. In an announcement issued on October 9, 2026, U.S. Coast Guard Headquarters confirmed the acquisition of four General Atomics MQ-9B long-range unmanned aircraft systems, together with ground control stations and supporting equipment, under a $247.8 million order placed through a U.S. Customs and Border Protection contract. The investment gives the service a new path toward persistent, long-range airborne surveillance and strengthens the United States’ ability to detect, classify and respond to activity well before it reaches the homeland.

    The order was placed on September 25, 2026, and is intended to support offshore surveillance, border and critical-infrastructure protection, search and rescue, counter-narcotics missions, action against illegal and unregulated fishing, intelligence collection, surveillance and reconnaissance far at sea. Its significance extends beyond the purchase of four aircraft. By acquiring the air vehicles alongside ground control stations and support equipment, the Coast Guard is establishing the foundation for an organic long-range unmanned aviation capability able to complement cutters, helicopters and fixed-wing patrol aircraft. The use of an existing CBP contracting vehicle also demonstrates an efficient Department of Homeland Security approach to fielding proven technology through an established procurement pathway, while retaining valuable interagency commonality with an organization that already possesses operational experience with the MQ-9 family.


    Related Topic: Arrival of Taiwan’s First MQ-9B Drones in 2026 Marks New Phase in Monitoring China’s Regional Operations

    The MQ-9B is particularly well suited to this requirement because persistence can be as decisive as initial detection in maritime operations. General Atomics Aeronautical Systems has developed the MQ-9B family around long endurance, satellite-enabled beyond-line-of-sight command and control, modular payload integration, all-weather capability and integration into civil airspace. The company’s maritime-focused MQ-9B SeaGuardian configuration is designed for missions exceeding 30 hours depending on configuration, operations above 40,000 feet and ranges beyond 5,000 nautical miles.

    Its architecture can accommodate wide-area maritime surveillance radar, high-definition electro-optical/infrared sensors, Automatic Identification System data, electronic-support capabilities and additional modular mission systems. General Atomics has also incorporated its advanced Detect and Avoid technology to support operations alongside conventional aircraft. The Coast Guard has not publicly specified that its four MQ-9Bs will receive the full SeaGuardian sensor configuration, but the maritime architecture demonstrates the substantial growth potential inherent in the design. General Atomics has produced an exceptionally capable American platform whose combination of endurance, modularity, sensor flexibility and communications reach is particularly relevant to a service responsible for monitoring immense ocean spaces with finite crews and aviation resources.

    Operationally, the acquisition could significantly improve the Coast Guard’s sensor-to-interdiction chain. An MQ-9B can provide persistent surveillance across broad maritime areas, investigate contacts, maintain custody of vessels for extended periods and relay imagery, position data and other intelligence to command centers or responding assets. In practical terms, a long-endurance unmanned aircraft can act as a forward airborne sensor while cutters or crewed aviation assets are still moving toward an area of interest. This allows scarce interdiction platforms to be concentrated against contacts that have already been identified as operationally significant, improving the use of aircraft hours, cutter patrol days and personnel.

    The value of this operating model is supported by recent U.S. interagency experience: during fiscal year 2026, CBP MQ-9A aircraft operating as part of Joint Interagency Task Force South directly contributed to the seizure of approximately 60,700 pounds of illegal drugs valued at $306 million and the apprehension of around 20 smugglers, according to the Coast Guard. A Coast Guard-owned MQ-9B capability can provide the service with greater control over when and where persistent unmanned surveillance is applied across its diverse mission portfolio.

    For U.S. national and homeland security, the implications extend well beyond counter-narcotics operations. Persistent unmanned ISR can strengthen surveillance of maritime approaches, ports, offshore infrastructure, irregular migration routes, illegal fishing activity and suspicious vessel movements across areas where continuous coverage by crewed aircraft is difficult to sustain. It can also act as a force multiplier in search-and-rescue operations by providing a persistent wide-area airborne presence while cutters, helicopters and fixed-wing aircraft converge on a distress location.

    The scale of the American maritime domain makes this capability especially relevant across the Caribbean, eastern Pacific, Alaska and the wider Pacific, where geographic distance is itself an operational challenge. Rather than replacing crewed aircraft or cutters, MQ-9B can enable them to be employed more efficiently by extending the surveillance layer well beyond their immediate position. General Atomics has already demonstrated the broader maritime potential of SeaGuardian through U.S. Navy activities, including real-time ISR distribution, maritime radar, electro-optical/infrared sensing, AIS integration and connectivity with surface and airborne forces. The U.S. Navy was still evaluating SeaGuardian for maritime operations in September 2026, further highlighting the platform’s relevance across the American maritime-security enterprise.

    The four-aircraft acquisition also fits into a much wider Coast Guard transformation centered on robotics, autonomous systems and faster integration of next-generation technology. In September 2026, the service formally established the Office of Robotics and Autonomous Forces, CG-781, as its program office and sponsor for robotics and autonomous systems, with responsibilities covering requirements, doctrine, standards, force structure, training, unmanned aircraft, unmanned maritime systems and C5ISR integration. At the same time, the Coast Guard said fiscal year 2025 budget reconciliation provided nearly $25 billion, the largest capital investment in the service’s history, supporting approximately $16.3 billion in new assets and capabilities already ordered.

    Within that wider recapitalization, MQ-9B is strategically important because it adds more than another aircraft type: it introduces a persistent information layer capable of linking detection at distance with faster operational decision-making. General Atomics brings a mature American unmanned-aircraft architecture, extensive long-endurance experience and a modular design capable of evolving as Coast Guard requirements expand. For the United States, the result is a stronger maritime-security network built around earlier warning, greater reach and more efficient employment of frontline assets, an important advance in ensuring U.S. forces can see farther, decide sooner and respond more effectively across an increasingly complex maritime environment.

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    Written by Teoman S. Nicanci – Defense Analyst, Army Recognition Group

    Teoman S. Nicanci holds degrees in Political Science, Comparative and International Politics, and International Relations and Diplomacy from leading Belgian universities, with research focused on Russian strategic behavior, defense technology, and modern warfare. He is a defense analyst at Army Recognition, specializing in the global defense industry, military armament, and emerging defense technologies.

  • German Navy to receive eight F128 frigates for anti-submarine warfare in the North Atlantic

    Germany039;s F128 program, which replaces six canceled F126 frigates with eight MEKO A-200 DEU frigates by 2035, is primarily intended to detect, track, and engage submarines in the Baltic Sea, North Sea, North Atlantic, and High North. (Picture source: Bundeswehr)

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    The German Bundestag Budget Committee approved the acquisition of four additional MEKO A-200 DEU (F128-class) frigates from ThyssenKrupp Marine Systems on October 8, 2026, increasing total planned procurement to eight warships. This decision follows the cancellation of the delayed F126 program and exercises existing procurement options to accelerate anti-submarine warfare capabilities for the German Navy. The multi-billion-euro expansion is designed to fulfill NATO commitments across northern maritime corridors through scheduled deliveries concluding by 2035.

    Germany's F128 program, which replaces six canceled F126 frigates with eight MEKO A-200 DEU frigates by 2035, is primarily intended to detect, track, and engage submarines in the Baltic Sea, North Sea, North Atlantic, and High North. (Picture source: Bundeswehr)

    On October 8, 2026, the German Bundestag's Budget Committee approved the acquisition of four additional MEKO A-200 DEU (F128) frigates from TKMS, increasing the German Navy's planned procurement to eight ships, following the cancellation of the six F126 Niedersachsen-class frigates. The decision exercises the option accompanying the first four frigates approved on July 8, 2026, bringing estimated acquisition expenditure to €11.6 billion, including €6.3 billion for the initial batch and €5.3 billion for the second, plus €300 million for support and reserves. Operating expenditure for the additional four is estimated at €1.55 billion through 2045. Each F128-class frigate will displace 3,950 tonnes and measure 121 meters, compared with 10,550 tonnes and 166 meters for the F126.

    The first ship is due in December 2029, the initial four by March 2032, and all eight by 2035 to primarily conduct anti-submarine warfare in the Baltic, North Sea, Atlantic, and High North to support Germany's NATO commitments. The F128 procurement replaces an earlier program initiated on June 17, 2020, when Germany awarded Damen Schelde Naval Shipbuilding a €5.48 billion contract for four F126 frigates, including mission modules and training facilities. Berlin then added two ships for €2.88 billion in June 2024, increasing the acquisition to six frigates and the combined contract value to €8.36 billion. Each F126 was designed to be 166 meters long, 21.7 meters wide, and 5.9 meters in draught, displace 10,550 tonnes, and accommodate 114 core crew members plus 84 additional personnel.

    Its planned equipment included two NH90 helicopters, interchangeable anti-submarine warfare and detention modules, and accommodation arrangements supporting deployments of up to 24 months with crew rotations every four months. Steel cutting for the first F126, the Niedersachsen, began December 5, 2023, followed by keel laying on June 3, 2024. Engineering coordination, incompatible design data, and construction delays pushed delivery toward 2032. Germany terminated the contract on June 24, 2026, after examining a transfer to Naval Vessels Lürssen that risked raising expenditure beyond €18 billion and concluding that Damen could not meet contractual cost and delivery requirements. The MEKO A-200 DEU, designated as F128-class, will measure 121 meters long, 16.4 meters wide, and 4.4 meters in design draught, with 125 core crew and accommodation for 49 additional personnel.

    Its CODAG-WARP machinery combines two 6 MW diesels driving controllable-pitch propellers with a 20 MW gas turbine powering a centerline waterjet, totaling 32 MW. Maximum speed exceeds 29 knots (53.7 km/h), range exceeds 6,500 nautical miles (12,038 km) at 16 knots, and endurance reaches 28 days. Its X-form hull, enclosed equipment, flush-closing openings, cooled exhaust discharge, low-noise propellers, and tri-axial degaussing reduce detectable radar, infrared, acoustic, and magnetic signatures. TKMS attributes 50% lower radar cross-section and 75% lower infrared signature to the MEKO A-200 design relative to earlier designs, and several ships of this family are already operated by South Africa, Algeria, and Egypt. The F128's primary submarine-search equipment will center on an Atlas Elektronik variable-depth towed sonar, supplemented by a hull-mounted sonar whose model remains unselected.

    Lowering the towed sonar beneath thermal layers can improve detection in water conditions where a submarine might otherwise remain outside the ship's effective detection area. Each frigate is intended to embark one NH90 Sea Tiger helicopter to extend searches beyond the ship and attack submarines with lightweight torpedoes. The proposed ASW armament includes 324 mm MU90 torpedoes and Mk 32 launch tubes; the MU90 weighs 304 kg, exceeds 50 knots, and can operate at depths exceeding 1,000 meters at ranges exceeding 10 km. Aviation facilities accommodate one helicopter weighing up to 11 tonnes or two helicopters weighing up to six tonnes each, with provision for two UAVs. Space for two 20-foot-equivalent mission modules allows additional equipment to be embarked, but sharing hangar capacity between helicopters and modules can reduce the space available for aircraft maintenance and storage. 

    Saab will also provide the first four F128 frigates with composite superstructures, the 9LV combat management system, and radar equipment under a SEK 8.7 billion contract awarded on July 16, 2026, with deliveries scheduled between 2029 and 2032. The principal radar will be the Sea Giraffe 4A FF, which uses four fixed S-band AESA arrays with gallium-nitride technology for 360-degree surveillance, complemented by the Sea Giraffe 1X X-band radar and the CEROS 200 fire-control director. Saab's 9LV system will integrate these sensors with the frigate's underwater surveillance equipment and weapons, allowing operators to combine radar contacts, sonar information, and targeting data. Planned weapons include Mk 41 vertical launch cells, RIM-116 RAM air defense missiles, Naval Strike Missiles, a 76/62 mm gun, SeaSnake 30 equipment, and MU90 torpedoes.

    The F128's eventual ability to engage multiple airborne threats will therefore depend on the selected missile loadout, launcher capacities, and integration of its radar and combat management system. The acquisition schedule requires TKMS to move from preliminary engineering to the first completed frigate within the period between February 2026 and December 2029. Therefore, Germany already signed a preliminary F128 agreement with TKMS in February 2026 and increased preparatory funding to €240 million in March. This permitted early procurement of propulsion equipment and other long-lead components before the first four ships received approval on July 8. This first batch will average €1.575 billion per frigate, against €1.325 billion for the second, a €250 million (15.9%) difference partly reflecting initial engineering expenditure.

    Stahlbau Nord in Bremerhaven will participate in hull construction, while TKMS will handle fitting-out and integration, potentially using FSG Shipyard in Flensburg and supplier capacity released from F126. Deliveries are targeted for December 2029, September 2030, June 2031, and March 2032, respectively, requiring nine-month intervals between each completed ship. The remaining four ships are expected by 2035, extending the production requirement across the next decade. Consequently, TKMS is closely examining whether facilities and suppliers released from F126 can support this production schedule. The German Navy intends to employ the F128 primarily against submarines operating in the Baltic Sea, North Sea, Atlantic Ocean, and High North, including the Greenland-Iceland-United Kingdom (GIUK) corridor connecting northern waters with the wider Atlantic.

    Eight F128 frigates represent two more hulls than the canceled F126 program, but their combined displacement of 31,600 tonnes is 31,700 tonnes below the 63,300 tonnes planned for six F126s. The difference also extends to embarked aviation: the F126 was designed for two NH90 helicopters per ship, giving six frigates a theoretical capacity of twelve helicopters, whereas eight F128s carrying one NH90 each would accommodate eight, but 16 lighter helicopters. Conversely, eight F128 hulls provide two additional independently deployable ships, allowing the navy to assign vessels to more separate patrol areas when sufficient crews and helicopters are available. The German Navy's P-8A Poseidon maritime patrol aircraft will complement these frigates by conducting airborne submarine searches and supporting coordinated surveillance over larger maritime areas.

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    Written by Jérôme Brahy

    Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, South Korea, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.

  • Raytheon Secures Up to $6.3B SM-3 Block IB Contract to Strengthen U.S. Aegis Ballistic Missile Defense

    Raytheon has secured a contract worth up to $6.3 billion to produce and sustain SM-3 Block IB interceptors, strengthening U.S. sea-based ballistic missile defense capacity and replenishing critical missile inventories (Picture Source: U.S. Navy)

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    The United States is preparing for missile-defense campaigns in which interceptor depth could prove as decisive as technology, with Raytheon securing up to $6.3 billion to expand production and sustain the SM-3 Block IB arsenal, RTX announced on October 8, 2026. Following its combat debut against Iranian ballistic missiles in 2024, the exo-atmospheric interceptor is becoming an increasingly important shield for Aegis-equipped warships and land-based defenses, giving U.S. and allied forces greater capacity to destroy ballistic threats in space while maintaining enough ready interceptors for larger and more prolonged missile attacks.

    Raytheon has secured a contract worth up to $6.3 billion to produce and sustain SM-3 Block IB interceptors, strengthening U.S. sea-based ballistic missile defense capacity and replenishing critical missile inventories (Picture Source: U.S. Navy)

    The United States is moving to secure something increasingly decisive in modern missile defense: not simply advanced interceptors, but enough of them to sustain prolonged operational demand. On October 8, 2026, RTX announced that its Raytheon business had secured a contract worth up to $6.3 billion for the production and sustainment of Standard Missile-3 Block IB interceptors. The award strengthens a combat-proven layer of American missile defense while giving Washington greater industrial and operational depth against expanding ballistic-missile threats.

    The agreement covers five years with two additional option years, creating a long-term framework for both new SM-3 Block IB production and sustainment of the existing force. Raytheon says production will primarily take place at its facilities in Tucson, Arizona, and Huntsville, Alabama. More importantly, the duration of the agreement gives RTX and its supplier network the kind of predictable demand needed to invest in workforce, manufacturing capacity, components and production infrastructure. For missile defense, sustainment is strategically inseparable from production: increasing the number of new interceptors matters only if the existing inventory can simultaneously remain supported and available for operational requirements.

    Related Topic: U.S. Navy Brings Patriot Air Defense Missile to Warships to Counter Drone and Missile Attacks


    The decision carries additional significance because the SM-3 Block IB is no longer simply a tested deterrent. RTX says the interceptor was first used in combat in April 2024 against Iranian ballistic missiles headed toward Israeli targets, converting years of testing and deployment into demonstrated operational relevance. Designed for deployment from both ships and land-based sites, the Block IB defeats short- to intermediate-range ballistic missiles during their midcourse phase using kinetic hit-to-kill technology rather than an explosive warhead. Its enhanced two-color infrared seeker and upgraded steering and propulsion capability allow its kill vehicle to identify and physically collide with an incoming threat outside the atmosphere. Within the wider Aegis architecture, Block IB provides a specialized exo-atmospheric defensive layer alongside the more capable SM-3 Block IIA and other elements of the Standard Missile family.

    More revealing is the reversal in the missile's procurement trajectory. The FY2025 U.S. missile-defense plan had proposed discontinuing further SM-3 Block IB production in favor of Block IIA while sustaining the existing Block IB inventory. By April 2026, however, Missile Defense Agency Director Lt. Gen. Heath Collins was telling lawmakers that SM-3 remained the cornerstone of America's sea-based exo-atmospheric missile defense and that maintaining a “deep magazine” required careful management of the production pipeline. Collins specifically identified maximizing Block IB production, including performance upgrades, as part of the strategy for complementing Block IIA. Seen against the earlier plan to wind down procurement, the new Raytheon award represents a significant shift: Block IB has moved from a missile whose production future was narrowing to one receiving a major multi-year industrial commitment.

    That shift should not be interpreted as evidence that Washington has decided to employ SM-3 Block IB in any particular future conflict. It does, however, provide strong evidence that U.S. planners want greater resilience against the possibility of sustained or repeated ballistic-missile defense demands. Recent combat experience has demonstrated how quickly defensive interceptor inventories can become strategic resources when forces confront large, multi-wave missile attacks. MDA's April 2026 testimony explicitly linked recent Middle Eastern operations with efforts to increase production capacity, incorporate combat lessons and maintain deeper magazines. The logic is therefore less about predicting the next engagement than ensuring American commanders are not forced to treat every defensive interceptor expenditure as an inventory crisis.

    The renewed emphasis on Block IB also highlights an important procurement reality: modern missile defense cannot be built around maximum interceptor performance alone. Magazine depth, production capacity, sustainment and the ability to allocate different interceptors efficiently across a layered architecture are strategic capabilities in their own right. Block IIA offers greater performance, but maintaining substantial numbers of combat-proven Block IB interceptors gives the United States another capable layer for appropriate threat sets while preserving flexibility across the wider inventory. MDA's decision to pursue Block IB performance upgrades alongside expanded production reinforces the point that Washington sees continuing operational value in the variant rather than treating it merely as a legacy missile.

    Raytheon's production role is also part of a wider effort to strengthen the American missile-defense industrial base. In August 2026, Boeing announced seven-year framework agreements with the U.S. government and Raytheon to increase production of critical SM-3 avionics and ejector assemblies for both the Block IB and Block IIA. Boeing said the arrangements provided a clearer demand signal for higher output, illustrating how the Pentagon's missile-production strategy is reaching beneath the prime contractor into key portions of the supply chain. The $6.3 billion Raytheon award can be viewed as more than a missile order: it anchors a broader industrial effort in which RTX is coordinating the production and sustainment of one of America's most important sea-based missile-defense families.

    The $6.3 billion SM-3 Block IB award marks a clear American shift toward missile-defense depth, industrial endurance and sustained combat readiness. A capability that Washington once expected to move away from new production has instead emerged from recent combat experience with renewed strategic relevance, upgraded production ambitions and a long-term sustainment requirement. For Raytheon, the award underscores something increasingly valuable to the Pentagon: not merely the ability to develop a sophisticated interceptor, but the industrial capacity to produce, sustain and improve it when operational demand rises. For the United States, a larger and sustainably supported SM-3 Block IB force provides greater resilience, preserves options within the layered Aegis architecture and strengthens the ability of U.S. forces and allies to withstand future ballistic-missile attacks without sacrificing readiness elsewhere.

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    Written by Teoman S. Nicanci – Defense Analyst, Army Recognition Group

    Teoman S. Nicanci holds degrees in Political Science, Comparative and International Politics, and International Relations and Diplomacy from leading Belgian universities, with research focused on Russian strategic behavior, defense technology, and modern warfare. He is a defense analyst at Army Recognition, specializing in the global defense industry, military armament, and emerging defense technologies.

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