The Douglas A-4 Skyhawk was never intended to be showy – it was made to perform its function. Its first flight was in the early 1950s, and it joined the U.S. Navy in 1956. The plane was the result of the work of the designer Ed Heinemann, a person who believed in making planes that were minimal and practical in nature.

The United States Navy was looking for a small, carrier-capable attack aircraft. Heinemann provided them with something beyond their expectations: an aircraft that was so small and light that it only weighed half of the anticipated weight of the Navy. Absolutely no folding wings, no over-optimizing—simply a basic, functional design that quickly got the nickname “Heinemann’s Hot Rod.”

All about the Skyhawk was simple yet effective. It had a delta wing, two 20mm Mk 12 cannons, and five hardpoints for bombs, rockets, missiles—indeed even nuclear weapons if necessary. The A-4E variant would carry as much as almost 10,000 pounds of ordnance, and yet at just over 40 feet long with a 27.5-foot wingspan, it could manage upwards of 670 mph and, on drop tanks, cover over 2,000 miles.

It was hardy enough for the demanding schedule of carrier life, easy to get off the ground, and easy to keep going—attributes that made it a favorite at the flight deck.

During battle, the Skyhawk proved itself in a hurry. It became a mainstay of Navy and Marine squadrons in Vietnam, making thousands of missions. Pilots liked it for being responsive, trustworthy, and capable of delivering a serious wallop. It excelled in missions from close air support to anti-air defense suppression. In a memorable battle, even a Skyhawk pilot shot down a MiG-17 using an unguided Zuni rocket—a nod to the flexibility of the aircraft as well as the talents of its pilots.

The Skyhawk’s reputation also rests upon the men who operated it. One such man was Captain Richard A. Stratton. Shot down over North Vietnam in January 1967, he spent over six years in captivity as a prisoner of war. Exposed to torture and solitary confinement, he never cracked. His resolve focused international attention upon the plight of American POWs and served to enhance their treatment.

The A-4 wasn’t only a good fighter jet—it was affordable. Its comparably low price to buy and operate meant the United States could deploy them in great numbers without breaking the budget. That very affordability proved appealing to foreign militaries as well, and countries such as Australia, Argentina, Israel, Singapore, and New Zealand all flew Skyhawks, many of them modifying them to suit their specific requirements. In Israeli hands, they became a dependable strike asset during several conflicts, earning a reputation for toughness and adaptability.

Losses in Vietnam were high—384 Skyhawks belonging to Navy and Marine units were lost, approximately 36 percent of the deployed aircraft. But the plane’s dependability kept it in American hands for decades, all the way up until 2003. Even now, firms like Top Aces employ them for adversary training, evidence that a well-designed plane can transcend its time.

The Skyhawk’s memory is also kept alive through preservation. Recently, Fleet Readiness Center East refurbished a retired A-4M to be displayed at Marine Corps Air Station Cherry Point. It was the first time in more than twenty years that the facility had produced the type, and the restoration team took special care to ensure all the details mirrored the aircraft’s service.

Even though production ceased, the Skyhawk design philosophy—keep it simple, make it flexible, and control costs—transcended to subsequent aircraft such as the F/A-18 Hornet and AV-8B Harrier. Those concepts continue to influence military airframe design today.

From its inception as a nuclear-armed strike aircraft to its current status in museums, airshows, and private ownership, the Douglas A-4 Skyhawk is a testament to intelligent engineering and reliable performance. Small in size but powerful in capability, it showed that a great airplane doesn’t have to be large to make a big impact.

Not many aircraft represent the growth of American air power during the entire Cold War period as the Vought A-7 Corsair II. Its development was done during the messy period of the Vietnam War and was still heavily used until the end of the Cold War. One of the foremost characteristics that led to the A-7 becoming a memorable jet in the history of aviation was the blending of effort, reliability, and bright design.

The A-7 story is linked to a decade earlier when, in the 1960s, the U.S. Navy began searching for a better alternative to the A-4 Skyhawk that, although reliable, was getting old. The goals were pretty clear: create an attack aircraft that would still be operable on a carrier but would have more range, more load capacity, and updated avionics. LTV (Ling-Temco-Vought) accepted the challenge and took the F-8 Crusader to be the basis for their new aircraft. It turned out to be a subsonic, single-seat plane that would be seen everywhere, not only in the Navy but also in the Air Force.

What distinguished the A-7 was its forward-looking avionics. It was one of the first tactical planes to feature a digital navigation system, heads-up display (HUD), and integrated radar system. These innovations provided pilots with unparalleled situational awareness and targeting accuracy, day or night, regardless of weather—something few jets of the time could equal.

Under its skin, the A-7 was driven by a Pratt & Whitney TF30 or, in subsequent models, an Allison TF41 engine. Although not designed to be fast, it had a top speed of around 690 mph and an operational range of over 2,200 miles.

The Corsair II first went into combat in Vietnam, where it rapidly gained a reputation for precise bombing and battlefield survivability. Pilots enjoyed its responsiveness and sophisticated targeting, and commanders prized its ability to deliver with precision in adverse conditions. It became an integral component of the U.S. air campaign throughout Southeast Asia.

In the wake of Vietnam, the A-7 continued to see action in a variety of worldwide conflicts—in Cambodia, Lebanon, Grenada, Libya, and Operation Desert Storm. When the Gulf War broke out, only two Navy squadrons still operated the Corsair II, but they were significant during the initial phases of the Kuwait liberation campaign.

More than 1,500 Corsair IIs were manufactured in their different configurations. The Navy’s original A-7A version improved through the A-7B and A-7E, each gaining more power and improved systems. The Air Force had its versions—the A-7D and A-7K—each with modifications for its own mission sets, such as a higher-powered engine and an advanced Head-Up Display. There were even test versions, such as the YA-7F, which had an F-16 engine and tried to turn the airframe supersonic. Only two were constructed before the cancellation of the project due to changing defense priorities.

The Corsair II also found homes beyond the U.S. Both Greece and Portugal bought and used the plane into the 1990s. They liked how tough and easy it was to fix. Its name for working well made it a top pick for U.S. friends.

By the early 1990s, with new multi-job planes like the F/A-18 and F-16, the time for the A-7 was over. The Navy gave up its last Corsairs in 1991, and the Air National Guard did its last A-7 flights in 1993. But the plane’s good name lives on. Museums all over the U.S. now show off fixed-up A-7s, and work to fix them—like the 185th Air Refueling Wing in Sioux City—keeps its story going.

It helped define the modern precision strike mission, set new avionics benchmarks, and provided a bridge between early Cold War jets and today’s high-tech multirole fighters. For those who flew it and those who maintained it, the Corsair II is more than just a jet—it’s a symbol of innovation, grit, and getting the job done.

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The F-15EX Eagle II is not just an upgraded version of the old fighter but a deliberate move by the U.S. Air Force to maintain its flexibility and lethality against evolving threats and reduced budgets. With the new technology, the Eagle II delivers a robust, modern take on the original F-15’s tried-and-true design without having to start from scratch.

From Cold War Warrior to 21st-Century Workhorse

The F-15EX Eagle II is not just an upgraded version of the old fighter but a deliberate move by the U.S. Air Force to maintain its flexibility and lethality against evolving threats and reduced budgets. With the new technology, the Eagle II delivers a robust, modern take on the original F-15’s tried-and-true design without having to start from scratch.

The F-15EX Eagle II harnesses that tried-and-tested airframe and reimagines it for today’s combat environments. It may look familiar on the outside, but with the upgrades behind the facade, it’s an entirely new creature.

Next-Gen Tech Under the Hood

What distinguishes the F-15EX as properly modern is its onboard technology. It features cutting-edge avionics, improved radar, and BAE’s EPAWSS (Eagle Passive/Active Warning and Survivability System)—a next-generation electronic warfare suite that provides the aircraft with real-time threat detection, jamming, and self-defense capabilities.

EPAWSS is not only a defense system; it’s based on a digital foundation that facilitates constant software updates and modular upgrades. That allows the F-15EX to adapt rapidly to future threats without an extensive overhaul.

Firepower and Range: The Ultimate Missile Truck

Where the F-15EX truly excels is in its ordnance capacity. It can handle as much as 30,000 pounds of ordnance, consisting of 16 air-to-air missiles-more than any other fighter in service today. It’s the ultimate “missile truck,” capable of remaining at a standoff distance while raining down a deluge of long-range missiles.

Its payload range is already massive, but can be stretched with conformal and external tanks. And while stealth jets count on hidden weapon bays to remain radar-invisible, the F-15EX doesn’t hide its weapons, embracing them. From the AIM-120D through the forthcoming AIM-260 to standoff strike weapons such as JASSM-ER, the aircraft can carry almost any U.S. munition.

Team Player: Teaming with Stealth Jets

The Eagle II wasn’t designed to fly solo—it’s supposed to fly in support of fifth-gen fighters like the F-22 and F-35. Here, the F-15EX stays in the rear while stealthier aircraft penetrate hostile airspace, collect targeting information, and feed it back. And then the F-15EX brings the hammer down, firing massive missile barrages without exposing itself.

This makes the jet particularly worthwhile in large theaters such as the Indo-Pacific, with its long distances and logistics involved. Its recent deployment to Kadena Air Base in Japan suggests the Air Force’s intentions to make use of the F-15EX’s range and payload in that area.

Closer to home, the F-15EX is also replacing older F-15C models in Air National Guard squadrons, where its reliability, ease of maintenance, and infrastructure compatibility make it a smooth transition.

Price Tag and Production Perspective

The F-15EX is not inexpensive. Its unit price has gone up from $80.5 million to as much as $97 million in later lots, barely higher than the F-35A’s $82.5 million flyaway cost. Raw cost comparisons can be deceptive, though. The Eagle II gains from being compatible with current infrastructure and parts it carries over from earlier F-15s, which reduces the cost of entry and upkeep in the long term.

It’s also a strategic commodity for the defense industrial base. Maintaining the F-15 line open prevents the U.S. from having to depend solely on a single fighter platform and provides procurement flexibility—a welcome commodity in an uncertain or production-delays environment.

Built to Last—and Adapt

Looking down the road, the F-15EX will have service into the 2050s. It’s not attempting to be a stealth plane, nor is it attempting to replace one. Rather, it closes a gap, providing unmatched firepower, range, and upgrade capacity that fifth-gen fighters simply cannot at scale.

Whether on homeland defense missions, patrolling disputed areas with allies, or augmenting strike packages in support of stealth fighters, the F-15EX demonstrates there’s still space in the air for intelligent, effective upgrades of tried platforms.

The F-15EX is a modern answer to a complex problem—how to stay ready for high-end warfare without betting everything on one expensive, stealthy solution. It’s fast, it’s flexible, and it’s here to bridge the gap between legacy systems and the future of air combat.

Among the hard-to-find jets that managed to be nearly ten times ahead of their time, the General Dynamics F-111 Aardvark was on the list. Stylish but still mighty, the F-111 was a mixture of brute speed, cutting-edge technology, and operational flexibility so that it could accomplish the same tasks less by other aircraft. It was basically an adapted Frankenstein, after the negotiations and political scandals that were happening in the mid-1960s, combining both the air fleets to make a faster, powerful, and longer-range bomber that would be able to operate in any part of the Earth, and in all kinds of weather.

The concept started in 1962 under the Tactical Fighter Experimental (TFX) program. The Pentagon desired a single aircraft that would be capable of deep strike, air superiority, and nuclear delivery. On paper, it would be cheaper and easier to logistically support. In reality, it was problematic. The Navy required a lighter, more responsive vehicle for carrier landings, whereas the Air Force desired speed with long range and heavy payloads.

Ultimately, the Navy walked away due to weight and landing issues, but the Air Force continued. The outcome was the F-111A for tactical bombing and the FB-111A for longer-range strategic nuclear bombs. General Dynamics won the contract in that same year, and in 1964, the first production version was rolling off the assembly lines.

What differentiated the F-111 was its swing-wing design. Pilots were able to sweep the wings aft more than 70 degrees for searing supersonic dashes, or out to only 16 degrees for takeoff, landing, and low-speed flight. This provided the Aardvark with incredible flexibility—able to scream down over Mach 2.2 in one instant, then descend to treetop altitude the next to slip by enemy radar. It could even operate from short runways and fly across oceans without refueling.

Innovation permeated its design. The F-111 had terrain-following radar—a computerized system that allowed it to fly a few hundred feet off the ground at high speed, both day and night, rain or shine. The sophisticated avionics package integrated navigation, targeting, and communications in a manner that few aircraft had done previously. Even its attitude toward pilot safety was unconventional: rather than having individual ejection seats, both pilots occupied a detachable escape pod that could blow off the plane and serve as a survival capsule in the water or on land.

Its twin Pratt & Whitney TF30 afterburning turbofans each generated over 25,000 pounds of thrust, providing it with fantastic performance and range—over 2,500 nautical miles on internal fuel only. Payload capacity was also impressive. The F-111 could be equipped with up to 24 conventional or nuclear armaments, including precision-guided bombs and the AGM-69 SRAM missile. Clever pivoting pylons kept bombs and fuel tanks aligned with airflow regardless of wing position.

In an age when most planes were specialists, the F-111 was a generalist. It could function as a tactical bomber, a long-range nuclear strike vehicle, a reconnaissance plane, or even an electronic warfare plane. And it performed each with an effectiveness that won the respect of allies and enemies alike.

Its combat record showed just how effective it was. In Vietnam, F-111s made deep penetration attacks against strongly defended targets, frequently at night, and were called “Whispering Death.” In 1986, F-111Fs of the U.K. made one of history’s longest fighter missions on Operation El Dorado Canyon to attack Libya after a demanding 6,400-mile round trip. During the Gulf War, they were used as the weapon of choice for dark-of-night precision attacks, knocking out more than 1,500 armored vehicles and strategic infrastructure—better even than the A-10 at killing tanks.

The electronic warfare variant, the EF-111A Raven, assumed a role totally different. Converted by Grumman, it traded bombs for robust jamming systems contained in a large underbelly radome and wingtip pods. The Electronic Warfare Officer occupied the right-hand seat and operated the jammers. During Desert Storm, Ravens played a vital role in shutting down enemy radar and shielding strike packages from surface-to-air missiles. Loss of one EF-111A in a low-level defense maneuver called for significant modifications in tactical training.

The F-111’s legacy can be found in planes that followed it. The F-14 Tomcat, Panavia Tornado, and even Soviet designs all borrowed from its swing-wing design. Its avionics and low-level strike performance set the standard for decades. The concept of having one plane perform many jobs has been adopted by jets such as the F-15E Strike Eagle and F-35 Lightning II.

In spite of its rough beginning and inter-service politics, the F-111 matured into a pillar of U.S. and Australian air power for almost four decades. Its combination of speed, range, payload, and survivability proved adaptability to be as useful as specialization. The Aardvark no longer flies combat missions, but the lessons it learned—and the technologies it brought—continue to fly high in the designs of contemporary warplanes.

When the McDonnell Douglas DC-10 made its debut in 1970, it was more than just a transport of passengers—it was the hope for an airline community eager for something different. Carriers at that time were looking for a widebody jet with the ability to travel extensively but still be able to land at smaller airports. Douglas Aircraft, newly formed from a merger with McDonnell, assured that it would provide. 

The initial idea was audacious—a double-deck aircraft—but pragmatism prevailed. The actual design was a three-engine, widebody plane holding close to 400 passengers. Placed between the giant Boeing 747 and smaller long-distance jets, the DC-10 appeared to have the advantages of both.

American, United, and other airlines quickly ordered it, attracted by its large cabin, sophisticated avionics, and quieter engines than previous jets. The tri-jet configuration also accommodated the long-distance flight regulations of the time.

But the marriage was short-lived. In a matter of a few years, the DC-10 was involved in a series of headline-grabbing accidents. Its cargo door turned into controversy after two events just 28 months apart. In 1972, American Airlines Flight 96 experienced explosive decompression when the door lost its integrity in flight—fortunately, the crew was able to land safely.

Turkish Airlines Flight 981 had the same issue with tragic consequences in 1974: the plane disintegrated in mid-air, killing everyone on board, 346 people in total. The investigations revealed design defects, leading to emergency repairs and additional safety standards across the industry.

The most devastating was on May 25, 1979. American Airlines Flight 191, leaving Chicago O’Hare, suffered a loss of its left engine upon takeoff. The break severed hydraulic lines, making the plane uncontrollable.

All 273 on board were killed in what was still the worst crash in U.S. aviation history. The FAA grounded all DC-10s in the nation for more than a month. Even though the jet went back into service, its image never recovered.

But the DC-10 would not quietly disappear from history. The U.S. Air Force recognized potential in the airframe and rewrote it as the KC-10 Extender, an aerial refueling tanker that also carried troops and cargo. Entering service in 1981, the KC-10 was a cornerstone of America’s global influence. It could refuel everything from sleek fighters to massive bombers and do it while flying across oceans.

From the Gulf War to NATO’s air campaign over Kosovo, from post-9/11 operations to humanitarian relief flights, KC-10s kept missions alive by delivering fuel and supplies where they were needed most. For four decades, they served as the quiet workhorses of U.S. air power.

Now, their hour is at hand. Bases such as Travis Air Force Base have held going-away ceremonies, as crews, veterans, and families came to witness these giants make their last flights. In the words of General John Lamontagne, the KC-10’s story is truly the story of those who flew it, kept it going, and operated it in some of the most unforgiving environments possible.

From an inauspicious beginning in the commercial market to a storied career in military service, the DC-10’s life is one of staying power. Its initial shortcomings reconfigured aviation safety, and its second act, as the KC-1.0, demonstrated that even an airliner with a checkered history could be a vital workhorse for decades. The passenger flights have ceased, but the DC-10s and the crews’ legacy continue to fly.

If you’ve ever spoken with plane enthusiasts, you understand that the McDonnell Douglas F-4 Phantom II is so much more than just another fighter plane—it’s a legend. With over 5,000 built between 1958 and 1981, it is the most produced supersonic military aircraft in history. Its war record is a highlight reel of Cold War aerial power. Let’s dive into five of the most legendary missions and duties the Phantom served for the U.S. military.

5. Shooting Down Enemy Air Defenses (SEAD)

The Phantom was all about dogfighting, yet it also had a critical mission: tracking down enemy radar installations. The F-4G Wild Weasel that appeared in the 1970s had a pilot and an electronic warfare officer teaming up to lure enemy air defenses into displaying their radar emissions.

Once the radars were activated, the pilots would home in on those locations and destroy them with anti-radiation missiles. It was a dangerous job that was vital in Vietnam and the subsequent Gulf War, clearing the air so other planes could carry out their mission in safety. 

4. Owning the Skies (Air Superiority)

The Phantom was meant to dominate the skies. F-4s carried out air superiority missions with missiles like the AIM-7 Sparrow and AIM-9 Sidewinder, and anti-radar missiles like the AGM-45 Shrike and AGM-88 HARM during Operation Desert Storm. At a top speed of Mach 2 and able to fly above 60,000 feet, the Phantom was the one to beat. It protected Kuwaiti airspace, launching dozens of missiles and confronting enemy fighters head-on.

3. Interfering with enemy supply lines (Air Interdiction)

Aerial strikes against enemy supply lines and bases were one of the missions most critical to the Phantom. It could carry up to nearly 19,000 pounds of missiles, rockets, and bombs across nine outboard hardpoints.

The fact that it could switch from air-to-air combat to ground attacks made it the choice among commanders who needed firepower that was flexible. Such missions had the objective of weakening the enemy before their forces had even reached the front lines.

2. Defense of the Bombers (Strike Escort)

Over the heavily defended North Vietnamese skies, F-4s were regularly utilized as escorts, protecting bombers and attack aircraft from enemy fighters. Close-knit formation, flying in small clusters together, their purpose was to identify and destroy the dangers before they could strike the primary strike force.

Phantom’s speed, firepower, and agility made it well suited for a defensive mission of this sort. If required, it could drop its bombs and engage in dogfighting to provide cover for its squadron.

1. Supporting Ground Troops (Close Air Support)

Close air support—striking right with ground troops—was one of the Phantom’s greatest functions in Vietnam. Thailand-based and Korean-based units carried out CAS missions, dropping general-purpose bombs, rockets, and missiles. The Phantom, with its huge payload and flexibility, could deliver crushing blows precisely where troops most needed support, often decisive in turning battles that had been hard to win.

Other than its fighter roles, the F-4 Phantom II was a genuine pioneer. It was one of the first of its type to try out analog fly-by-wire controls and was able to reach Mach 2 on such equipment. Over the years, it was present in many configurations—from the carrier-capable Navy F-4B to the Air Force ground attack F-4E, reconnaissance RF-4C, and electronic warfare F-4G Wild Weasel. Its twin J-79 engines, advanced radar, and wide range of weaponry made it valuable for decades.

The legacy of the Phantom is not merely museum exhibits and model kits. Its ghost endures in modern-day fighter planes, proof of American ingenuity and the constant quest to dominate the skies in an always-changing realm of aerial warfare.

The Sukhoi Su-57 Felon was Russia’s ambitious attempt at the fifth-generation stealth fighter elite — a craft packed full of advanced tech to place Russian aerospace once again in the news and challenge America’s best and brightest fighter planes like the F-22 and F-35. But it’s not all smooth sailing. Instead of soaring on high, the Su-57 has faced setbacks, production problems, and questions about its role in the fast-paced world of today’s military.

The Su-57 project was started as early as the 2000s under the PAK FA program. It was to create a multi-role fighter that would dominate the air, attack targets on the ground, and perform reconnaissance. It featured stealth technology, a lot of lightweight composite materials, hidden armament bays, and cutting-edge avionics.

The plane was designed to be incredibly maneuverable in the air, with smart systems onboard — some went so far as calling the flight computer an “electronic co-pilot” — and radar spread all across the airframe to watch out for threats coming in from all angles.

Artificial intelligence was built into its communication and data systems so that pilots could get ahead of their competition and make fast decisions under difficult conditions. Russia’s state producers asserted that the technology made it possible for the plane to send encrypted information at high rates, helping to increase reconnaissance and combat effectiveness.

On paper, the Su-57 is impressive. It has a top speed of twice the speed of sound, a range of over 2,000 miles, and can accommodate hypersonic missiles and precise smart weapons. Its sensors can track multiple targets at once, and its artificial intelligence can learn from mission results to be a more effective tactician and help maintain the plane out of harm’s way. Its slender, angled shape with radar-absorbing materials and engines concealed within is intended to make it invisible to enemy radar, especially head-on.

But in reality, it has not been smooth sailing. Sanctions from the West have bitten Russia, keeping it from accessing key components like cutting-edge electronics and special materials employed in order to attain stealth. The Su-57’s radar, which was initially built based on German technology, is most affected. Efforts to replace these components with imports from other countries have not been straightforward, and there is doubt about the availability of these alternatives.

Because of these problems, very few Su-57s are operational. By late 2024, only about 22 had been delivered, including test and production models. Official targets for attaining higher numbers in subsequent years now seem unrealistic. Every Su-57 is a treasure — when one of them was hit in an attack in the Astrakhan region, it was losing an expensive part of Russia’s cutting-edge fighter capability. Replacing these planes is time-consuming and expensive, with limited spares, while Russia churns out more proven aircraft like the Su-30SM2 and Su-35S to fill gaps.

In action, the Su-57 has had a limited role in the war in Ukraine. Russia has been cautious about risking its precious few jets in contested airspace, not wanting to lose expensive, advanced technology and damage the jet’s global reputation. That self-restraint has meant the Su-57 has had little impact so far. Instead, Russia employs upgraded older jets, which may not be as advanced but are abundant and less expensive to repair.

As for exports to foreign nations, it has taken some time. Algeria has been the first customer, buying six Su-57E fighter aircraft, with pilots training in Russia, and talks of follow-on purchases. It is partly a question of keeping pace with fellow regional actors who possess advanced fighters. But the order is small, and there are no other sizable sales in the offing. India, which had initially planned to co-design with Russia a fighter jet, pulled out in 2018, unhappy with the Su-57’s stealth and electronic features. The reputation of the aircraft has also been tarnished by sightings of blatant flaws at airshows and problems concerning the overall quality of manufacture.

Compared to Western competitors, the problems of the Su-57 are more glaring. The U.S. already has over a thousand F-35s in production globally, backed by a colossal supply chain and rigorous quality assurance. Both the F-22 and F-35 are the stealth and sensor technology gold standards with proven combat histories and stable flight profiles. Russia’s aircraft, while rumored to be capable of neutralizing Western air defense, is seen by the majority of experts as still looking for its sea legs in stealth technology.

Despite all this, the Su-57 remains a central part of Russia’s long-term military strategy. The Kremlin sees it as an icon of national pride and a way to stay in line with other great powers. But with ongoing sanctions and production problems, the Su-57 risks being more of a prestige program than a front-line changer of the game. The global arms market is watching, but for now, Russia’s leading-edge fighter is having trouble flying on the runway and worldwide.