Airbus and Kratos Defense & Security Solutions have completed the first flight of the U740 Valkyrie uncrewed combat aircraft, a Europeanized version of the XQ-58A Valkyrie, advancing their bid to deliver a combat-ready system to Germany by 2029. The flight comes as the German Air Force, or Luftwaffe, moves toward acquiring a new class of jet-powered combat drones, in what could become a major shift in the country’s traditionally limited armed-uncrewed-aircraft capabilities.

The ride of the Valkyrie
With the successful first flight of the Airbus U740 Valkyrie in Europe, we are one step closer to introducing an operational uncrewed Collaborative Combat Aircraft (CCA) to the German and other European Armed Forces.
The flight achieved all… pic.twitter.com/S2sFrtdmGA

— Airbus Defence (@AirbusDefence) October 12, 2026

The flight took place at an unnamed test facility in northern Europe, Airbus announced on October 12. The aircraft conducted a rocket-assisted takeoff, maneuvers at different altitudes, and flight at speeds of up to Mach 0.8. The test also included in-flight mission adjustments, with Airbus reporting that all objectives were met.

The next phase will introduce Airbus’ Multi-platform Autonomous Reconfigurable and Secure (MARS) mission system, which is intended to provide the aircraft’s European-controlled software and mission-management architecture. Airbus says MARS will support autonomous operations and coordination between multiple uncrewed aircraft while retaining human oversight of critical decisions.

The U740 is based on Kratos’ American-developed XQ-58A, an uncrewed aircraft designed as a relatively affordable combat platform. Airbus is adapting the aircraft with its MARS mission system and presenting the combination as a way to provide Germany with a sovereign European capability without waiting for an entirely new airframe to mature.

Published performance figures for the U740 include a maximum takeoff weight of around 3,000 kilograms (6,600 pounds). Airbus lists a range exceeding 5,000 kilometers (3,100 miles) and a service ceiling of 45,000 feet. It has an internal weapons bay and external payload stations beneath its wings.

One distinctive feature is the U740’s rocket-assisted launch capability, which reduces its dependence on conventional runways. The original Valkyrie design is primarily recovered by parachute, but newer versions can take off with rocket assistance and land on a runway, offering greater flexibility in how and where they operate. That could help the Luftwaffe disperse operations or launch aircraft from locations where established airfields are unavailable or under threat. The XQ-58 family has also shown some potential for scaling to different requirements, as detailed in these earlier reports on runway launch and recovery and further platform development. In particular, the U.S. Marine Corps has been exploring ways to expand the XQ-58’s flexibility, including further development of the Valkyrie to meet its own mission requirements.

If adopted, the rocket-assisted launch capability would provide an intriguing throwback to practical German studies during the Cold War, in which F-104G Starfighter fighter-bombers used the Zero-Length Launch (ZELL) system to take off from dispersed locations.

Airbus says the U740 will be able to operate autonomously or under the direction of crewed fighters such as the Eurofighter. The company sees it as a means of increasing the reach, firepower, and survivability of existing combat aircraft, with uncrewed platforms undertaking higher-risk missions.

With the MARS system, Airbus intends to give European customers control over mission applications, data, and key software functions, while enabling autonomous mission execution and coordination between aircraft. This is particularly relevant for Germany, which will likely want to integrate national weapons, sensors, and operational requirements without becoming dependent on a foreign-controlled mission architecture.

Since the underlying airframe is American, the degree of sovereignty Germany ultimately obtains will depend on the practical ability to control and modify software, integrate national systems, and support the aircraft throughout its service life.

The European flight is an important step for the Valkyrie program, but substantial work remains before it can be considered combat-ready. Mission-system integration, further testing, and the demonstration of effective cooperation with crewed aircraft will be central to meeting the companies’ 2029 target.

The effort is also unfolding as Germany develops its requirements for what has been described in press reports as a Jagdbomberdrohne, or fighter-bomber drone. The precise operational concept has yet to emerge publicly, including whether the Luftwaffe primarily wants an uncrewed aircraft to accompany crewed fighters or a platform capable of conducting independent long-range strike missions.

Germany has historically lagged behind several other major military powers in fielding armed uncrewed aircraft. Previous attempts to acquire larger reconnaissance drones encountered major technical and procurement difficulties, while political resistance to armed drones delayed the development of a strike capability for years.

The Luftwaffe’s current larger uncrewed aircraft fleet remains limited to five leased Israeli-made Heron TP medium-altitude, long-endurance drones. Germany is also participating in the Eurodrone program, while uncrewed systems were expected to form part of the wider Future Combat Air System (FCAS), before that Franco-German-led effort hit the buffers earlier this year.

Russia’s full-scale invasion of Ukraine in 2022 and Germany’s subsequent military buildup have intensified pressure to address these gaps. Berlin has set a goal of being ready for war by 2029, and reports indicate that the Luftwaffe wants a new combat-drone capability on a similarly ambitious timeline.

As well as Airbus and Kratos, the emerging competition reportedly includes Anduril, General Atomics partnered with Germany’s INTEC, as well as Lockheed Martin. Boeing and Rheinmetall are meanwhile pitching the larger, Block 3 version of the Australian-developed MQ-28 Ghost Bat, while Helsing and Hensoldt are pursuing the homegrown CA-1 Europa.

The various proposals reflect a broader shift toward uncrewed aircraft that can deliver additional weapons, sensors, and electronic warfare capabilities without putting a pilot at risk. But Germany’s terminology raises an important question about the intended role.

A conventional collaborative combat aircraft, or CCA, would be designed to work alongside crewed fighters, extending their reach and providing additional combat mass. A platform intended to operate independently against targets deep inside enemy territory would place greater emphasis on range and survivability. These roles are not mutually exclusive, but the Luftwaffe’s final requirements will shape the aircraft it chooses.

Germany may not be looking for a single drone to do everything. One option might be a split high-low approach that could pair more capable, longer-range systems for deep-strike missions with cheaper, attritable collaborative combat aircraft that can fly alongside crewed fighters. At this point, it should also be noted that CCAs could also give older fourth-generation fighters a new lease on life, boosting their lethality and survivability by extending their sensor reach, adding weapons capacity, and allowing uncrewed aircraft to take on more dangerous tasks.

Meanwhile, Airbus is also working on its larger U760 Ravenstorm, intended for service in the early 2030s. The Ravenstorm gives Airbus a longer-term path toward a more advanced European-designed uncrewed combat aircraft as it pursues the nearer-term Valkyrie effort.

In the short term, the Luftwaffe will need to determine which capabilities must be available in an initial operational fleet and which can be introduced later. Even an aircraft based on an established design requires substantial integration, testing, training, and infrastructure before it can be employed effectively in combat.

Germany’s 2029 target leaves little time for a program that still has to integrate its mission system and demonstrate how the aircraft will be used operationally. That is a particular challenge for the Luftwaffe, which has little experience operating large uncrewed aircraft, let alone jet-powered systems intended for combat.

The European flight gives Airbus and Kratos a head start in testing the U740 for German requirements, but the next major milestone will be flying it with the MARS mission system. How quickly that work progresses will help determine whether the Valkyrie can meet the Luftwaffe’s timetable.

Contact the author: thomas@thewarzone.com

The post European U740 Variant Of The XQ-58A Valkyrie Has Flown appeared first on TWZ.

Anduril’s YFQ-44A Fury Collaborative Combat Aircraft (CCA) has already flown in formation alongside F-35 fighters during U.S. Air Force testing, company executives have revealed, offering the clearest indication yet that live manned-unmanned teaming work with the fifth-generation fighter is underway.

The disclosure came during a briefing by Anduril executives Jason Levin, senior vice president for Air Dominance and Strike, and Erin Simpson, vice president for Strategy for Air Dominance and Strike, at the Air & Space Forces Air, Space and Cyber Symposium that TWZ is attending. The executives said the Fury flew alongside F-35s during a July exercise conducted with the Air Force’s Experimental Operations Unit (EOU) at Creech Air Force Base, Nevada. You can read more about that event in our past reporting here.

“We’ve already started flying in formation alongside crewed. I can even say fifth-gen fighters. F-35,” Levin said.

The testing is an important step toward the Air Force’s broader vision for its Collaborative Combat Aircraft program, in which relatively inexpensive autonomous aircraft are intended to operate alongside and support crewed fighters in contested airspace.

The executives stressed, however, that the F-35 was not yet controlling the Fury during those flights.

“But they’re not controlling it from the crewed fighter yet,” Levin said. “Not yet.”

Instead, the July testing involved Fury operating under its Mission Autonomy system while sharing airspace with crewed fighters, other CCAs, and other aircraft. Anduril says Air Force personnel were able to operate the autonomy system without Anduril personnel directly running the aircraft, although company personnel remained on site in a supporting role.

The company described the progression toward direct manned-unmanned teaming as a “crawl, run, build-up” process.

Anduril says it has already begun work on what it calls “quarterback integration,” referring to the ability for a crewed aircraft to direct or task autonomous aircraft. That work has been conducted in hardware-in-the-loop and software-in-the-loop environments as well as on the Fury itself.

“Most of those events will be coming up here in a matter of weeks or months,” Levin said when asked about the timeline for the first quarterback integration with Fury.

Asked whether those events would involve live flying, the answer was unequivocal: “Yes.”

Exactly how an F-35 would control Fury remains part of that ongoing development effort. The executives pointed to work involving integration of the appropriate human-machine interfaces, primarily including tablet-based control from the crewed fighter, at least at first.

The distinction between flying alongside an F-35 and being controlled by an F-35 is important. The former demonstrates that Fury’s aircraft and autonomy systems can operate safely in the same battlespace as a fifth-generation fighter. The latter would represent a much more significant demonstration of the operational concept behind CCAs: allowing a single crewed fighter to employ and manage additional autonomous aircraft as part of a larger force.

Anduril’s July testing went beyond simple formation flying. The company said Fury was conducting Mission Autonomy flights using live sensor data and was operating in airspace shared with crewed fighters and other CCAs. Air Force operators reportedly conducted both relatively basic route and pattern work and more representative tactical scenarios.

The Fury’s work with the Air Force’s Experimental Operations Unit has progressed through two increasingly ambitious phases. During the first exercise in April at Edwards Air Force Base, Air Force personnel were trained to operate the aircraft and were able to launch and recover it using Anduril’s compact Menace-T setup, essentially a pair of ruggedized cases and a laptop rather than a conventional ground-control station.

By the second exercise, conducted at Creech in July, the Air Force had reduced the manpower and infrastructure required further. A single EOU operator could launch and recover the aircraft after only hours of training, while Air Force personnel independently operated Fury’s Mission Autonomy. The aircraft also flew in airspace shared with other CCAs, while the exercise demonstrated disaggregated operations and a rapid “hot reload” in which two operators replaced an AIM-120 AMRAAM with the engine running, reducing the turnaround between sorties to single-digit minutes.

The July exercise also included a live weapons demonstration that Anduril characterized as a complete end-to-end kill chain rather than simply a captive-carry or basic weapons-release test. The Fury launched from Edwards with a single operator and received a track generated by an external source over a beyond-line-of-sight connection. That track was ingested by Anduril’s Lattice AI-infused autonomy software system, after which the operator tasked the aircraft to engage. Fury then launched an AIM-120 AMRAAM and guided the weapon to the target. Anduril described the test as demonstrating the complete kill chain from offboard targeting information, through the aircraft’s mission systems and operator tasking, to an actual air-to-air weapons engagement.

New test footage: first missile shot from YFQ-44A.

YFQ-44A executed an end-to-end, beyond-line-of-sight strike against a simulated target.

The test, executed out of @EdwardsAFB, represents an important step in turning CCA into an operational capability. pic.twitter.com/70cRIs6uXJ

— Anduril Industries (@anduriltech) July 15, 2026

On the weapons side, the production FQ-44 is being designed around four external hardpoints, allowing it to carry four AIM-120 AMRAAMs for the Air Force’s primary air-to-air mission set. Currently, the demonstration aircraft can carry two. Regardless, the company is also pursuing a much broader weapons portfolio for Fury. Executives said they have already begun integration and fit checks for 500-pound guided bombs, Small Diameter Bombs, low-cost cruise missiles — including Anduril’s Barracuda 500 offering — other air-to-air weapons, rocket pods and targeting pods. Those integrations are intended to give Fury options beyond air-to-air combat, including counter-drone, counter-cruise-missile and air-to-ground/air-surface strike missions. Anduril stressed that these are currently integration and engineering efforts rather than claims that all of those weapons have been flight-tested from Fury. The company also said additional sensors, such as a targeting pod, could be added for some of those missions.

The executives acknowledged that some of the more advanced tactical capabilities remain under development and are being explored extensively in simulation. Those efforts include areas such as sensor fusion, track discrimination and tactical engagements.

The ultimate objective is an aircraft that does not require a large ground-control infrastructure or a dedicated operator for every individual sortie. As previously noted, during the July exercise, Anduril says a single Air Force operator was able to launch and recover a Fury after only hours of training, while other Air Force personnel operated the aircraft’s Mission Autonomy functions.

That same exercise also demonstrated what Anduril described as “disaggregated operations,” with personnel at multiple locations able to operate the same aircraft. The concept is intended to support an Agile Combat Employment-style approach in which CCAs can be dispersed across multiple operating locations rather than relying on a single large ground footprint.

The company has since delivered a Fury aircraft to the Air Force’s EOU at Creech, making it the first CCA to be permanently delivered to the unit, according to Anduril. The service is now flying the aircraft multiple times a day with what the company said is a very limited Anduril presence.

Meanwhile, Anduril says assembly of Fury airframes has already begun at its Arsenal facility, with production aircraft expected to begin coming off the line early next year. The company says it has built the facility and supply chain around a potential production rate of 150 aircraft per year, although that figure is a planned capacity rather than an existing Air Force order. Anduril executives said the company has already advanced procurement of long-lead items and worked with its Tier 1, 2 and 3 suppliers to support that rate, while also examining additional production lines. They emphasized that the current Air Force pricing is based on a substantially lower annual buy than 150 aircraft, but said the Fury’s unit cost is well below $20 million at the quantities currently contemplated. The company also says the production line is designed for relatively rapid reconfiguration, allowing capacity to be shifted between products in weeks rather than the months or years associated with more traditional aircraft production facilities.

Earlier this year, the Air Force awarded contracts for the production of FQ-44A Fury and General Atomics FQ-42A Dark Merlin drones — the latter has now been formally named Vengeance. This sets the service up to operate a split initial fleet of CCAs. As you can read about here, the Air Force is now aiming to have at least 500 CCA in service by 2032, a substantial step up from earlier plans, with the USAF having previously talked about acquiring “over” 150 of these drones by the end of the decade. The 500 target will likely include upcoming increment two CCAs, as well, the requirements of which the Air Force is still working on.

For Anduril, the next major milestone should go far beyond simply putting a Fury and an F-35 in the same formation, demonstrating that a crewed fifth-generation fighter can actually command and employ the autonomous aircraft as part of a live mission.

If Anduril’s timeline holds, that testing could begin relatively soon.

Contact the author: thomas@thewarzone.com

The post Anduril’s YFQ-44A Fury CCA Has Flown Alongside F-35s appeared first on TWZ.

Lockheed Martin’s Skunk Works advanced projects division has shared all new information about its stealthy Collaborative Combat Aircraft (CCA) type drone design named Vectis, which it first unveiled a year ago. One of the most intriguing details is the true nature of its air inlet configuration, pointing to the premium on survivability the Skunk Works has placed on its CCA offering, especially when compared to other CCA designs.

Vectis has a far more exotic, deeply recessed “submerged” top-mounted air intake than was originally disclosed when Vectis first came out of the shadows. This further underscores the heavy emphasis Skunk Works says it has been placing on its CCA’s ability to stay undetected and live to fight another day. Vectis is also the first tailless CCA design we have seen from a U.S. manufacturer.

Ron Fehlen, Lockheed Martin Vice President and General Manager of Skunk Works, gave TWZ and other outlets an update on Vectis last week ahead of today’s start of the Air & Space Forces Association’s 2026 Air, Space & Cyber Conference. Skunk Works says work on constructing the first prototype of Vectis – a word that means lever or pole in Latin, and that Lockheed Martin has said reflects the ‘leverage’ the drone offers – is underway now. The goal is to have it flying by the end of next year. There are already plans to build four more prototypes using internal funding.

Check out the Skunk Works’ new Vectis video below:

“It is designed, as you can likely see, to be both survivable and affordable and flexible across the range of missions that our customers need, have needed, and continue to need into the future,” Fehlen said by way of introduction. “The technical specs, as you can imagine, are designed to meet and, in some cases, exceed the customer sets that we are working with and their requirements and their mission needs.”

The basic core of the single-engine Vectis that we have seen now is largely unchanged from what had been shown at the time of the unveiling last year. It is still a tailless drone that has a lambda wing planform and air intake mounted on top of the central part of the fuselage, as well as a prominent chine line around the forward end and a shovel-like shape to its nose. New renderings do show revised positions for various conformal antennas and/or sensor apertures around the central fuselage. These are all established features of low-observable (stealthy) aircraft designs.

Skunk Works’ Fehlen also shared last week that Vectis is approximately 34 feet long and has a wingspan of around 38 feet. As a comparison, the Navy’s two-seat primary jet trainer, the T-45 Goshawk, is roughly 39 feet long by 30 feet wide.

The biggest new detail, as mentioned, is the shaping and position of Vectis’ air inlet. Fehlen stressed that this is actually not a new feature, and has “been a part of the design since the beginning,” but was not reflected in previously released renderings and scale models.

The intake was depicted in the past as having a relatively straightforward configuration. It did appear to have a saw-tooth leading edge, another indication of stealthy design considerations. The visuals we have now show the intake is deeply recessed into the top of the fuselage, sitting behind a downward-sloping v-shaped channel.

Vectis doesn’t have a fully flush-mounted inlet, like what is found on Boeing’s MQ-25 Stingray tanker drone, among other designs, but it is close to it, very loosely similar to what’s found on the B-21. The rear is slightly raised above the v-like pocket where air flows down into the intake. Flush or near-flush intakes offer particular benefits when it comes to low-observability (stealthiness) and aerodynamic efficiency, but are also notoriously problematic, especially in certain flight regimes, as you can read more about here. This is even worse for high-performance aircraft that have a wide operating envelope and have to maneuver at higher angles of attack. The CCA would likely fit into this category, at least to a degree.

When it comes to Vectis, “there’s a lot of different reasons behind it [choosing this submerged intake configuration], but I’ll pick up on a couple here for you,” Skunk Works’ Fehlen explained. “The first is it reduces that frontal drag. So, anything sticking out in the wind, as many – as all of you know, I’m sure, creates drag on the aircraft itself. So, if you want better performance from a range, et cetera, then you need to be able to reduce that drag, and that’s an example.”

“It’s also interesting to me, particularly as the Air Force speaks about Agile Combat Employment, the ACE concept, as you’re aware. There is an advantage to having an inlet on the top of the aircraft if you’re out in more austere environments and you’re concerned about FOD [foreign object debris] pickup off of a runway,” he added.

ACE refers to a set of U.S. Air Force concepts of operations focused primarily on relatively rapid and irregular deployments, particularly to far-flung, austere operating locations, and with the expectation that logistics support could be very limited. The ACE construct is at the very core of the Air Force’s CCA program requirements and its plans for operating those drones in the future.

Fehlen also confirmed that the inlet’s design has to do with survivability, but did not elaborate in any detail, which is unsurprising considering the sensitivities of such design elements. The original Vectis promotional video Lockheed Martin put out last year, seen below, showed an S-shaped duct behind the air intake and exhaust shrouding, which are features designed to further reduce a platform’s signature.

In terms of performance, Lockheed Martin has yet to share any hard specifications it is targeting for Vectis, or disclose details about the engine the design will use. Fehlen did also highlight the drag-reducing performance advantages of the drone’s tailless design, including for maximizing range.

Details about what other capabilities Vectis might have are still limited. Fehlen noted that the design is expected to be capable of both air-to-air and air-to-ground mission sets. In a new computer-generated promotional video, seen earlier in this story, the drones are depicted launching what look to be AIM-120 Advanced Medium Range Air-to-Air Missiles (AMRAAM) and GBU-53/B Small Diameter Bomb II (SDB II) glide bombs, also known as StormBreakers. The AIM-120 has already emerged as something of a default initial weapon for Western CCA-type drones. The video also confirms Vectis has an internal bay that is able to accommodate at least two munitions, likely the size to accommodate medium-range air-to-air missiles.

In addition, the video shows Vectis as having a traditional electro-optical/infrared sensor turret behind a stealthy faceted enclosure under the nose. When the drone was first unveiled last year, TWZ noted that it could carry a variety of sensors, including compact radars and/or infrared search and track (IRST) systems, which would be particularly relevant in the air-to-air role.

During the press call, Skunk Works’ Fehlen reiterated that Vectis is being designed with an eye toward modularity and open-architecture systems. This, in turn, will make it easier to integrate new and improved capabilities and functionality down the line. Open architecture is at the heart of every CCA offering we are aware of at this time.

Fehlen further highlighted Lockheed Martin’s extensive work to date on advanced autonomy packages and crewed-uncrewed teaming capabilities. This includes the development of the Multi Domain Combat System (MDCX), an “autonomy platform” that is already central to the U.S. Navy’s plans for the carrier-based MQ-25 Stingray. The head of Skunk Works also explicitly called attention to autonomous air intercept testing conducted in cooperation with the Air Force earlier this year using the unique X-62A test jet, and said that work is feeding into Vectis’ development.

On top of all this, Lockheed Martin is already actively laying the groundwork for the U.S. Air Force’s F-22 and F-35 fighters to control future CCA drones, via in-cockpit touchscreen-type user interfaces, likely involving tablets, at least at first.

The new Vectis promotional video also shows a traditional ground control station being used to direct the drones, but with the phrase “managed from anywhere” on the screens, as seen below. Fehlen did say that any specific requirements for autonomy, command and control, and other operational capabilities would be up to individual customers, and that third-party vendors could be involved.

Beyond Vectis’ design and expected capacities, Fehlen touted the speed at which work on the first physical prototype is progressing, and highlighted the use of digital design techniques and advanced manufacturing processes.

“This team, when kicked off, took a design on a napkin, which we will likely frame one day in my office … two months later, they were in the wind tunnel validating the design,” he said. “So, in under two months, we’re already getting in the wind tunnel straight from off of a napkin. We had the first digital build in six months, and the first part release in eight months. So it gives you a touch of a sense for exactly how fast we’re moving.”

“This aircraft was designed in a fully integrated digital environment,” he added. “Really, it’s creating that unbroken digital thread from the design all the way through sustainment.”

There has been much talk over the years about whether the promised benefits of digital engineering have lived up to expectations, with former Secretary of the Air Force Frank Kendall having been particularly critical of the technology being at least over-hyped in the past. At the same time, the use of digital design tools has become increasingly commonplace, including on top-priority U.S. military aerospace projects, and not just at Skunk Works.

“We’ve used advanced design and manufacturing processes developed for many years under our own internal investment … for other Skunk Works programs, we’ve pulled that into this, of course, to continue to advance our manufacturing as well as the advanced design capability,” Fehlen continued. “They’re using real production processes.”

The Skunk Works boss stressed that this approach offers advantages not just for accelerating development and prototype, but also for reducing costs and positioning Vectis to enter full-scale production.

“It gives you the reliance and the confidence as you continue to move forward that you’re ready to off and build these things because you’re using those real production processes,” he explained. “An example of that is a technique that we call minimal tooling determinant assembly. It’s a technique that really enables an increased level of affordability and speed through really reducing the amount of touch labor required and increasing the first pass yield. We’ve seen, in many cases, an 80 percent reduction in labor hours to build up the aircraft itself.”

Fehlen made an indirect reference to flat-pack furniture from IKEA to provide additional context, in extremely general layman’s terms, about what this technique offers.

“That’s what we’re talking about, that idea that it can come together very quickly, limited touch, and limited error. We constrain that to reduce the number of labor hours, which is not just a cost implication, but also buoys the speed and how fast we’re going to be able to produce them,” he said. “You can imagine, as well, there’s a lot of simplification that goes into this. We have significantly reduced the part count. Again, back to simplify the build so that you can have a positive impact on speed and affordability, not new techniques, but we’ve applied them here with vigor to ensure that we are getting to the cost point that the services and our customers need in order to make this system effective.”

In terms of actual unit cost, “we’re always looking at, and, of course, we’re targeting to be [at] the CCA competitive price, so we’re very cognizant of it and make trades associated with that,” according to Fehlen. Vectis is “focused more on the CCA side of the house, and obviously the price points that are highly relevant in that regime, and then, of course, making trades along the way, and to make sure that we can meet it.”

The head of Skunk Works was responding here specifically to a question that mentioned the Air Force’s target of a roughly $20 million unit price for drones acquired under the first phase, or Increment 1, of its CCA program once full-scale production is achieved. The service announced in June that it was ordering fleets of both of the Increment 1 designs now in development, General Atomics’ FQ-42A Dark Merlin and Anduril’s FQ-44A Fury. The Air Force has plans for at least one more increment to this program, and has said in the past that it could pursue lower-cost (and less exquisite) designs.

“While not discussing suppliers, you can imagine we are ensuring that all of the decisions we make in the development and then the build out of these aircraft are designed around achieving that competitive cost point, while at the same time maximizing the amount of capability,” Fehlen added. “Those are the things that our customers are looking for, and we put it in a survivable solution.”

“There are some [companies] that are really going down the attritable [route], which defines a different price point than the CCA community has been targeting,” he also noted. Attritable designs are “quite a bit less from a cost point perspective and often from a capability perspective.”

With this in mind, there are still larger questions about where exactly Vectis may fit into U.S. military CCA plans, as well as those emerging from allied and partner air arms globally. Skunk Works has said in the past that it was eliminated from the Air Force’s CCA Increment 1 competition because it put forward a very stealthy “gold-plated” design that was not what the service wanted. Lockheed Martin had also indicated that its view of the capability/cost balance on new CCA-type designs had subsequently shifted very much in the opposite direction. Though it is still not entirely clear, what we’ve learned about Vectis in the past year would seem to signal that the pendulum at Skunk Works has swung back the other way again, at least to a degree.

As an interesting point of comparison, Northrop Grumman had also entered a higher-end design for the Increment 1 competition. In the wake of that loss, the company produced a much more familiar CCA design with a more traditional planform, which is now known as the YFQ-48A Talon Blue.

It’s also worth noting here that Skunk Works had publicly shared a future crewed-uncrewed teaming vision that included multiple tiers of drones back in 2022. This ranged from a cruise missile-like design the company now calls the Common Multi-Mission Truck (CMMT) all the way up to a concept for what could have been a very low-observable (stealthy) and highly autonomous flying wing uncrewed combat air vehicle (UCAV).

“We listen closely to our customers to deeply understand the operational environment and use those insights and our own analysis to inform the diverse solutions we develop for different mission sets,” Lockheed Martin told TWZ directly after the press call last week in response to a follow-up question about whether the 2022 vision was still relevant and if Vectis had supplanted the upper-tier concept shown at that time. “We continue to evaluate a range of crewed and uncrewed concepts against evolving customer needs.”

“Lockheed Martin Vectis addresses a warfighter need for a survivable, flexible and multi-mission capability, both domestically and internationally,” the company added in its statement. “We’re leaning into that demand, making strategic investments to accelerate Vectis’ progress and maturity and to deliver the capabilities our nation and allies need.” 

Publicly, the Air Force continues to eschew any new plans to acquire and field UCAVs in favor of or even in addition to far less exquisite CCAs. The U.S. Marine Corps has so far put forward a similar CCA vision. However, just at the end of last month, the U.S. Navy released new target requirements for what it called a CCA-type drone, but that described something that sounded much more like a UCAV.

Lockheed Martin and a host of other companies globally are being presented with a clearly expanding CCA market, but there is also still obvious interest in higher-tier UCAVs. China, in particular, has positioned itself as the current leader in the stealthy flying wing UCAV space, as well as a dominant actor in advanced combat drone developments more generally speaking. Russia, India, Turkey, and France continue to pursue flying wing UCAVs, as well. That being said, Skunk Works’ Vectis is arguably the closest we have seen to a low-observable UCAV to come out of recent CCA developments.

Regardless, Skunk Works is confident that there is a place for Vectis, together with autonomy and other capabilities it is developing, domestically and internationally, in this future uncrewed air combat ecosystem. It “is a survivable autonomous multi-mission platform, which we believe is the solution needed within today’s operational environment and into the future,” Fehlen said last week.

Skunk Works is committed to “delivering what’s next across … airframes, open architectures, to include artificial intelligence and autonomy, and then crewed-uncrewed integration,” he added. “Make no mistake, it will take advancements across all these areas to get to where our customers are going. We look at the full picture. Vectis is a holistic weapon system from our perspective.”

Altogether, “it’s an urgent need. We know that. We can hear it.”

UPDATE: 3:10 pm EDT

We now have a photo of the full sized Vectis mockup on the floor or Air, Space, Cyber 2026:

Contact the author: joe@twz.com

The post Everything We Just Learned About The Vectis Collaborative Combat Aircraft From The Skunk Works appeared first on TWZ.