If you’re looking for a window into what’s being done to transform space operations within the U.S. military, you should begin with the X-37B Orbital Test Vehicle. This unmanned, reusable spaceplane—the military’s small, highly specialized version of a space shuttle—has become one of the most advanced and secretive tools in the U.S. Space Force arsenal without anyone noticing.

Its seventh flight, OTV-7, stood out in an already impressive record. With this combination, the spaceplane achieved a highly elliptical orbit—one that takes it far out over Earth at its apogee—opening up new possibilities for flight testing novel maneuvers and technologies.

Of all the moves, one stood out: aerobraking. It’s like using the atmosphere as a tool. By going into the upper reaches of Earth’s atmosphere, the X-37B could slow down and change its orbit without using fuel. This method, more typically practiced on missions to Mars, had never been tried before by the X-37B.

The military benefit? It enables the spaceplane to relocate unobtrusively, making it more difficult for competitors to trace and anticipate. As former Air Force Secretary Heather Wilson once described, this type of maneuvering can compel competitors to “look all over again” for the aircraft—just as a submarine hides in a thermal layer to escape detection.

But OTV-7 was more than a demonstration of orbital flexibility. It also contained an array of experiments designed to improve space domain awareness—the capability to observe and comprehend activity in orbit about the Earth.

The mission evaluated new sensors and tracking systems to assist in the identification of satellites, debris, and other potential threats in a growing, congested space environment.

NASA contributed to the project with its Seeds-2 experiment, examining how seeds withstand long-term exposure to the radiation in space. The information from this type of research will be invaluable for long-duration missions of the future, where cultivating food in space may be required.

After 434 days, over 14 months, in space, the X-37B landed at Vandenberg Space Force Base in California. This not only demonstrated the vehicle’s durability for long missions but also underscored its versatility in that it may launch and land from several different sites, adding operational reliability.

The bigger lesson from OTV-7 is apparent: the X-37B has become a test bed for the next generation of space technology, ranging from self-navigating to advanced communication.

As Boeing vice president of space mission systems, Michelle Parker said, the advancements proven on the X-37B will cascade beyond the military into the wider efforts for sustainable space missions.

With its recent mission, the X-37B demonstrated that the U.S. is not just responding to the changing issues of space—it’s leading the charge.

More related images you may be interested in:

The North American B-45 Tornado was a milestone in the history of military aviation of the United States that brought the Air Force into the jet-powered bomber era. Its roots go back to the latter stages of World War II, when American military planners—disturbed by the rapid pace at which Germany was gaining in jet propulsion, especially via the Arado Ar 234 Blitz—released in 1944 a request for a new turbojet bomber equal to or superior to anything the enemy could produce.

North American Aviation designed the NA-130, and three of them were already in production by September 1944. The purpose was clear: leap into the jet era, not just for prestige, but for the defense of the nation.

Translating paper to flight was not a simple matter. Postwar austerity slowed the pace, and the program was plagued by its fair share of engineering blips. The initial prototype flew on February 24, 1947, but early models were plagued with defective engines and recurring structural problems. It had four General Electric J47 turbojets, crews of four, and the ability to carry up to 22,000 pounds of munitions.

On paper, a marvel. In reality, issues continued to plague it—from gauge failures in the cockpit to engine fires, tempering its performance. Early lots wound up being used for training and testing instead of being deployed on the front lines.

That was over with the Korean War of 1950. The Air Force needed a jet bomber that could do conventional and nuclear missions, and the B-45—in a modified configuration—was called upon. Tornado crews conducted bombing and photo-recon missions, typically at night to avoid detection by fast MiG-15 interceptors.

The RB-45C reconnaissance variant was especially useful, replacing slower piston-engined RB-29s, which were easy pickings for enemy jets.

It wasn’t easy to add nuclear capability. The B-45 was not built for the early atomic bombs, and the original bomb bay was inadequate. Engineers had to reinforce the structure, add new defense equipment, and expand fuel capacity. Under the “Backbreaker” program, 40 B-45s were modified for tactical nuclear use. By 1952, they were stationed in the United Kingdom, providing NATO with a credible nuclear threat for Europe.

Its intelligence operations counted equally in strategy, if far less in headlines. Its bomb bay gutted and equipped with cameras, the RB-45C flew high-risk missions over Soviet territory. So sensitive were the flights that aircraft were repainted to carry RAF markings and flown by British crews under Operation Ju-jitsu to avoid overflight restrictions by the United States.

From Sculthorpe Base in Lincolnshire, Squadron Leader John Crampton led deep-penetration sorties, gathering critical intelligence while going undetected by radar and night fighters. These flights were not acknowledged as having occurred until they were declassified in 1994.

By the mid-1950s, the Tornado was on its way out. More streamlined, more rapid bombers like the B-47 Stratojet and B-58 Hustler took up the task. The relatively limited range, chronic engine issues, and vulnerability to new-fangled fighters of the B-45 resulted in its retirement from service in 1959. A few lingered as test aircraft into the early 1970s.

Three B-45s survive to the present day, kept in museums in California, Ohio, and Nebraska. Despite its brief service life, the Tornado left a lasting legacy. It was not just America’s first tactical jet bomber to be operational—it was a reflection of ingenuity under adversity, wartime adaptability, and relentless drive to keep ahead in the brutal quest for air supremacy.

The F-117 Nighthawk is perhaps the most intriguing and unusual plane ever built. Officially retired in 2008 by the US Air Force, the erstwhile “Stealth Fighter” remains a frequent sight in the skies, performing quietly in missions that make it still relevant well beyond the 2030s. Its angular, faceted shape and clandestine history have made it a symbol of cutting-edge innovation, but whether it survives is not simply a matter of nostalgia—it’s a matter of ability and flexibility.

The Nighthawk’s heritage reaches back to the post-Vietnam War years, when the United States searched for methods of outwitting increasingly advanced enemy air defenses. Lockheed’s Skunk Works, in utmost secrecy, built the aircraft using tried-and-true parts—T-38A Talon engines and a fly-by-wire system from the F-16—as a foundation for a new approach to stealth.

Its flat, angular design was designed to scatter radar waves. Combined with special radar-absorbing coatings applied to the plane, its radar cross-section was said to be the size of a marble. It first took to the skies in 1977 and entered service in 1983, though not before the public would catch a glimpse of it five years later.

When it eventually did see action, the F-117 lived up to its legend. In missions that ranged from Panama to the Gulf War, it proved that it could strike heavily defended targets with unparalleled accuracy. During Desert Storm, the planes escorted only a small percentage of all missions but destroyed a large share of primary targets, without losing a single aircraft or even taking combat damage. Nighthawk’s ability to penetrate air defenses and strike specific targets was a milestone in the way wars could be fought: fewer aircraft, greater accuracy, and much less exposure for pilots.

But with the advent of military aviation, the limitations of the F-117 grew more and more impossible to ignore. It was not particularly fast, nimble, or multirole-capable, and newer aircraft like the F-22 and F-35 were both longer-range and more flexible at performing stealth missions. Still, the Air Force found new uses for the Nighthawk. Instead of retiring it completely, the service reoriented it into missions where it could still excel.

Nowadays, the F-117 is mainly used as aggressor planes, simulating against stealthy adversaries to conduct training exercises. It has radar and infrared signatures that are effective in simulating how detection systems and fighter pilots respond to low-observable targets. It’s also an effective test platform for new stealth coatings, avionics, and mission systems, which helps in research for the next generation of aircraft. With relatively quick modifications—termed T-2 changes—the aircraft may be converted to accommodate test missions, offering engineers and tacticians a flexible, cost-effective platform.

Also pragmatically, it’s a good idea to keep the Nighthawks in the air. Using these retired fighters for training protects the Air Force from risking expensive and short-handed F-22s or F-35s in high-stress practice. It also keeps current generations of experience flying and maintaining first-generation stealth technology—experience that still has use as newer designs emerge.

The majority of the remaining F-117s are stationed at the out-of-the-way Tonopah Test Range in Nevada, a location famously linked to secret projects. The Air Force has progressively disassembled the fleet over the years, gifting some of the aircraft to museums and scrapping a few annually. Nevertheless, some remain flight-capable under firm maintenance contracts. Existing plans maintain a component of the fleet operational through at least 2034, with no intention of returning them to combat service.

One of the newer advancements in its longer service life is its compatibility with the KC-46 Pegasus air refueling tanker. This makes it possible for the F-117 to execute longer, more sophisticated missions during training and testing. The KC-46 has itself been receiving upgrades to enhance its vision and refueling capabilities, allowing it to service a variety of aircraft, legacy platforms like the Nighthawk included.

The rationale for keeping the F-117 aloft isn’t merely about keeping history alive—it’s about meeting today’s needs. As nascent programs like Next Generation Air Dominance move forward, the demand for realistic, stealthy targets and trustworthy testbeds has grown. The Nighthawk’s consistent signature and versatility make it a trustworthy resource in sensor verification, tactics enhancement, and testing materials under controlled conditions.

Finally, the F-117’s legacy is guaranteed. It was the first operational stealth fighter in the world, the pioneer that changed the character of war. Now, it lives not as a front-line combat plane, but as a bridge between yesterday’s innovation and tomorrow’s advancements—proof that in flight, yesterday’s game-changer can still influence tomorrow’s victory.

The F-35 Lightning II is widely touted as the world’s greatest fighter aircraft, but in its “Beast Mode” configuration, it has taken the capabilities of modern airpower to unprecedented levels. Beast Mode means arming the F-35 with a maximum load of internal and external munitions—up to 22,000 pounds—trading stealth for sheer firepower. This isn’t just about smart tech tricks; it’s a big plan to change how armies fight for control of the sky and hit their targets.

By shape, the F-35 keeps its weapons inside to stay hard to spot on radar, so foes find it tough to see. But when the sky is clear of threats, it shifts to Beast Mode. By putting bombs and missiles on the outside, the jet turns into a strong battle force, ready to carry more in one go and hit fast-changing targets. The trade-off is plain: adding weapons on the outside makes it easier to spot. Yet, the gains are big—more firepower, better move choices, and longer time in the air.

Israel has perhaps taken this idea further than any country. The F-35I “Adir” of the Israeli Air Force is not another F-35—it’s a tailored platform to support a distinctively complicated regional threat environment.

Israel negotiated approval for adding local systems, where the default electronic warfare suite would be replaced by Elbit Systems’ advanced capabilities and the introduction of plug-and-play compatibility with Israeli sensors and weapons.

Rafael Advanced Defense Systems equipped the Adir with Python-5 air-to-air missiles, SPICE precision-guided munitions, and dedicated one-ton penetrators, most of which can still be carried inside to preserve stealth when needed.

Israeli F-35Is have clocked over 15,000 flight hours since October 2023, and they have carried out missions over Gaza, Lebanon, Syria, Yemen, and even well inside Iranian territory. No other F-35 operator has faced so varied and sophisticated scenarios of threats or earned similar operational experience.

According to the Israeli Air Force, the Adir is the only F-35 variant that has carried out combat missions with external payloads, unlocking capabilities long speculated on in the laboratory environment. Recently, Israel partnered with Lockheed Martin and the Pentagon to rapidly certify the carriage of external JDAMs on the F-35I to meet vital operational requirements.

The use of Beast Mode is primarily dependent upon the situation. In less threatened locales like Gaza, where the enemies lack sophisticated air defense systems, stealth takes a backseat and firepower takes the forefront.

In medium-threat locales like Lebanon, the aircraft employ the Beast Mode sparingly after the radar threats are eliminated or dodged. When dealing with highly defended territory like Iran, it’s only viable once enemy air defenses are defeated because the extra radar exposure would leave the planes exposed to distant surface-to-air missiles.

Israel’s doctrine also puts equal emphasis on networked operations. The F-35I serves as a sophisticated sensor node, collecting intel, disseminating real-time data to F-15I “Ra’am” strike aircraft, and coordinating intricate multi-platform missions. In the recent campaigns, F-35Is have performed SEAD missions to neutralize enemy air defenses, with F-15Is thereafter delivering heavier payloads. Such coordinated action doubles the capability of both platforms, facilitating long-range strikes at reduced risk.

The strategic consequences are significant. Israel’s introduction of the F-35I redefined regional power, with the ability to credibly deter Iranian nuclear facilities and enable proactive missions to negate emerging threats.

The demonstrated ability of the Adir to penetrate advanced Russian-manufactured air defense networks—through confirmed S-300 radar destruction—sparks a capability in increasing international prominence. Pentagon officials are closely observing Israeli operations for lessons in sustaining extended combat in contested skies, in addition to allied technology interoperability.

In the future, Beast Mode’s potential is greater. Computer upgrades will enable adding new missiles, such as the Stormbreaker tri-mode seeker bomb and Israeli-built weapons with longer standoff ranges.

Possibilities can involve carrying additional air-to-air missiles beyond the aircraft to fend off drones and cruise missiles, or incorporating conformal fuel tanks and drop tanks to extend operational range without refueling.

Ultimately, Beast Mode is not a gimmick—it’s a game-changing capability transforming air-to-air warfare. Israel uses the F-35I Adir in this mode in a groundbreaking way, with stealth, firepower, and networked intelligence presenting new benchmarks for fifth-generation fighters and redefining the military aviation of the future.

The Douglas A-1 Skyraider is a rare kind of strong, do-it-all attack plane that has stayed tough even as years pass in military flying history. Even though it was made as World War II was ending and joined the fleet in the late 1940s, the Skyraider’s fame has only grown. Its story goes beyond mere numbers or fight data; it’s about how this old-style engine fighter, lovingly called the “Spad,” beat the odds and made lasting marks up in the sky and in the hearts of those who flew it.

The Skyraider story began when the U.S. Navy, during World War II, saw that their air groups on ships needed something new—a plane that could carry a lot of bombs but also move fast to keep up with quick changes in fight plans. Ed Heinemann at Douglas Aircraft made the Skyraider with the strong Wright R-3350 Duplex-Cyclone engine, the same engine that gave power to the B-29 Superfortress.

Even though its first flight was in March 1945, the war ended before it could fight. Still, the Navy kept going, and the AD-1 Skyraider was made in 1946, mixing big bombers’ long run with fighters’ fast moves—a weird yet strong blend.

The Skyraider’s true claim to fame was its high payload and endurance. With fifteen hardpoints and the capability of delivering up to 8,000 pounds of rockets, guns, and bombs—more than a B-17 Flying Fortress—it was an airborne arsenal. Its 2,700-horsepower engine powered it to 322 mph and more than 1,300 miles, but more significant was its capacity to loiter near the battlefield for hours.

Unlike the jets that needed to refuel continuously, the Skyraider could remain on station, providing continuous close air support. Pilots would sometimes characterize it as “surrounded by noise and vibration,” but it was also a machine that gained trust and respect.

The Korean War was where the Skyraider tested itself. It arrived in 1950 and soon became an indispensable asset to the Navy and Marine Corps, excelling in close air support and ground attack. Low and slow flight capability proved well-suited to Korea’s hilly and mountainous landscape and the enemy’s hit-and-run strategies.

But navigating the mighty Skyraider was not an easy task to accomplish—its size and power made carrier landings tricky, and many were lost to crashes or enemy fire. By the end of the war, 128 Skyraiders had been lost, a sobering reminder of the risks involved.

Vietnam was the Skyraider’s defining chapter. Assigned to the 1st Air Commando Squadron starting in 1964, the plane was adapted for search and rescue missions and special operations along the Ho Chi Minh Trail. Its long loiter time and heavy firepower meant it could protect rescue helicopters and suppress enemy fire for extended periods. The name “Sandy” was made into a legend that stood for pilots who flew into the face of heavy enemy fire to bail out others. The A-1’s staying power and constant covering fire often meant the difference between life and death.

The Skyraider’s ruggedness was the stuff of legend. There are countless tales of these aircraft coming back home with bullet holes all over the fuselage, wings missing, or canopies shot away, but still flying angrily. One good story involves Ensign John Higgins landing on the USS Antietam with a broken canopy and a five-inch fragment of shrapnel lodged in his headrest—a testament to the plane’s durability and the pilot’s ability.

Although slower than jets, the Skyraider was not an easy target to hit. In Vietnam, propeller Spads even shot down enemy MiG-17 fighter aircraft, much to their surprise, and the courage of their pilots. In addition to attack missions, the Skyraider was also used for electronic warfare, early warning, reconnaissance, and psychological operations, demonstrating its astounding versatility.

As jets evolved, the Skyraider slowly gave way to newer models such as the A-4 Skyhawk. Nevertheless, its fame did not wane. Numerous Skyraiders were transferred to the South Vietnamese Air Force, which operated them until the loss of Saigon. Other nations, including the UK, France, and Sweden, also operated the Skyraider, although in lesser quantities.

What sustains the legend of the Skyraider? It’s not just nostalgia or fond recollections from its aviator, although those are deep. Even years after retirement, many pilots of the aircraft feel it’s the greatest close air support aircraft ever built. As old Marine Captain William C. Smith used to say, “Even after all these years, I believe the AD is still the best airplane ever made for close-in attack, better than anything flying today.”

The history of the Skyraider is a tale of ruggedness, versatility, and sheer firepower. It held the line between generations, surviving many of its peers and cementing a place in the annals of military aviation history. Whether it is recalled as having made audacious rescue flights, its durability under fire, or its tremendous firepower, the Douglas A-1 Skyraider is, in many minds, the greatest attack aircraft ever constructed.

The Northrop F-5 is a testament to how scrupulously prudent, down-to-earth design makes its presence felt on the canvas of military flight history. Designed in the late 1950s and taking to the skies in 1963, the F-5 was designed with one avowed philosophy in mind: remain cheap, simple to repair, and tough enough to engage in battle for decades to come. Its designer, Welko Gasich, opted for simplicity and effectiveness in conceiving a light, compact supersonic fighter with the versatility of meeting the needs of air forces worldwide.

Its twin-engine configuration, uncomplicated systems, and agile airframe made it a multi-role fighter for countries that required an efficient but not costly warplane. The F-5 family has multiple variants, which are designed to carry out specific tasks.

The one-seater F-5A was a twin General Electric J85-GE-13 turbojet tactical fighter plane. It flew at Mach 1.4 at 30,000 feet, had a service ceiling of 50,000 feet, and a range of over 1,300 miles. The F-5B led to a two-seat trainer variant, giving up some firepower for the instructor seat. The F-5E Tiger II then introduced revolutionary changes in the form of more economical powerplants, sophisticated avionics, and enhanced maneuverability.

Even after a couple of decades, the F-5 remains in service with nations like Brazil, Mexico, and Taiwan, with more than 2,600 having been manufactured and an overwhelming majority being in active service in 26 countries as of today. Globally, the F-5 has earned a reputation as an ersatz utility fighter. Even in Switzerland alone, 98 F-5Es and 12 F-5Fs were in service in 1976.

Some of those retired aircraft have been brought back into service by the United States Marine Corps and Navy as enemy target aircraft, an economic means of simulating threat aircraft without expending the service life of costlier fighter aircraft.

Canada’s application of the F-5 as the CF-116 or Canadair CF-5 also shows how versatile it is. The Canadian variant was equipped with a two-stage nose landing gear, mid-air refueling, and Orenda-manufactured J85-15 turbojet engines.

Advanced navigation gear and an Orenda-manufactured reconnaissance nose that could be replaced improved the diversity of CF-116 as an equally useful tool for training and operational roles. It was applied to some squadronrons for rapid response sorties and dissimilar air-to-air combat maneuvers practice training, and even the reconnaissance variant impressed during NATO training exercises.

Efforts to upgrade the F-5 have ensured that it remains active well beyond the mid-point of the 21st century. The Thailand-based Royal Thai Air Force, for instance, has equipped its inventory with advanced missiles, helmet-mounted sight displays, and other countermeasure devices. Fighter aircraft such as the F-5 have advanced radar built into them and are capable of accommodating current air-to-air missiles, and they enhance survivability and performance in existing combat environments.

Possibly the F-5’s most lasting contribution is training, and as a threat. In the US, its close cousin, the T-38 Talon, has been the mainstream supersonic trainer since 1961. Its sleek aerodynamic shape, rugged performance, and high-rate handling make it at the top of the aerobatics, formation flight, and advanced flight training list. The F-5 is also widely used as an adversary or dissimilar air threat simulation aircraft, presenting a realistic threat representation for fighter training.

The Marine Corps and Navy use F-5Ns and F-5Fs for dissimilar combat training, appreciating their low operational cost and being easy to fly. Even in the sim, the F-5 is very coveted. The Tiger II F-5E is commonly used as the first full-fidelity jet module for new students because of its uncomplicated yet responsive systems, stable flight envelope, and quick response, providing a great aircraft to learn the fundamentals of modern air combat. Enthusiasts usually explain how the cockpit ergonomics and low-numbered systems provide a gentle learning curve without taking beginners down.

From its humble beginnings as a low-cost export fighter to its contemporary uses in training, opponent missions, and simulated flight decks, the Northrop F-5 has proven to be adaptable, long-lasting, and world-relevant. It is a tribute to the success of innovative, efficient design in flight—a fighter that still teaches, innovates, and inspires forty years after its inaugural flight.

The A-10 Thunderbolt II, or Warthog for that matter, is more than a mere military aircraft. Since the 1970s, it has gained the admiration of pilots and troops alike for its unyielding construction and its notorious 30mm cannon that could knock out tanks in no time. Credited with being rugged, reliable, and a lifesaver in combat, the Warthog has been the choice for close air support missions. But now, after decades and plenty of controversy, the Air Force is acting quickly to retire the venerable plane. This isn’t merely about keeping one plane on the ground — it’s indicative of how the military is transforming the way it exercises air power.

The retirement is happening quicker than many expected. The Air Force plans to retire all 162 of its remaining A-10s by the end of fiscal 2026, which is two years ahead of the original schedule, at a cost of around $57 million. In 2024 alone, nearly 40 A-10s were sent to the aircraft “boneyard” in Arizona — more than double the number retired the previous year. By late 2024, half the fleet was already in storage, most of them no longer flyable.

Congress had been stubbornly opposed to phasing out the Warthog, but that opposition has faded in recent years. The 2025 defense bill reduced the minimum number of A-10s that need to stay in service from 135 to 96, which is a sign of priorities shifting. The 2026 budget by the Air Force also envisions phasing out hundreds of aircraft across the board, and the A-10 phaseout has gotten the most notice.

So why retire a popular plane like the A-10? Short answer: War is changing. The A-10 excels in low-level, lower-intensity wars, but Air Force officials say it would have trouble in the next war, when advanced air defenses will make the skies much more deadly. The military is shifting its attention to stealthy, multi-role fighter jets and unmanned systems that can survive those harsher environments.

That being said, the plan hasn’t been controversy-free. The F-35 Lightning II is the Warthog’s replacement, at least in theory, but few believe it can replace it entirely. Detractors argue that the F-35 is lighter on weapons, lacks the A-10’s mythic cannon, and isn’t designed for the close, low-altitude sorties that made the Warthog legendary.

Tests have indicated the two planes are fairly equally matched in close air support, and F-35 pilots don’t receive the same specialized training in this capability, which troubles some experts about losing that specialized skill set.

The retirement is already being felt by Air Force units. The 354th Fighter Squadron at Davis-Monthan, which had housed many of the A-10s, has closed and retired all 36 of its aircraft. In Maryland, the Air National Guard’s 175th Fighter Wing is converting from A-10 flying to cyber warfare — a move that has angered local leaders and veterans who worry it will pull off experienced pilots and damage community ties.

Davis-Monthan Air Force Base itself is changing. Formerly shorthand for the Warthog, it’s now preparing for special operations and newer airframes such as the OA-1K Sky Warden and MC-130J Commando II. The base will also see the EA-37B Compass Call electronic warfare aircraft. Pilots and aviators are transitioning to platforms such as the F-35, with commanders emphasizing that planes come and go, but good people never do.

Even with the retirement plans, A-10s remain in combat. In early 2025, the 124th Fighter Wing sent a few Warthogs and hundreds of personnel to the Middle East to support missions against ISIS and close air support for Iraq and Syria. The planes have also been used in Yemen strikes, showing that they still have a use, even though their days are numbered.

Looking ahead, the priorities of the Air Force are clear. The 2026 budget slashes F-35 purchases from 74 to 47 planes, while investing billions in 21 new F-15EX Eagle IIs and the creation of the next-gen F-47 air superiority fighter. There are also major investments in stealth bombers, advanced missile systems, and drone tech. The future will be about being adaptable, stealthy, and staying ahead with the most advanced tech.

Bidding adieu to the A-10 is more than sending an airplane into retirement — it’s ending a special chapter of air combat history. The Warthog’s reputation for ruggedness, firepower, and close air support won’t soon be forgotten, despite the Air Force looking towards the future with whatever comes next.

The USS Jimmy Carter (SSN-23) is among the most unique and advanced submarines ever to sail in the U.S. Navy. Dedicated to the 39th President—a trained submariner at the onset of the nuclear age—this vessel is more than an homage to a statesman. It is a reflection of how the Navy evolves to counter new threats and missions in one of the world’s most demanding environments: the deep sea.

The Seawolf-class was initially thought up towards the end of the Cold War, with the express purpose of being the solution to all that had been achieved by the Soviet submarine establishment. Designed to be fast, silent, and packed with firepower beyond comparison, they were to reign supreme underwater. With the end of the Cold War and the expense of the class, however, only three were ever built.

The USS Jimmy Carter, the final of the class, distinguished itself through its construction with a significant alteration—an additional 100 feet lengthened her hull. This extension, the Multi-Mission Platform (MMP) or Ocean Interface, converted her from a cutting-edge attack submarine into an all-purpose multi-role platform unique to anything else in the fleet.

The engineering that went into Jimmy Carter’s alterations is still staggering by today’s standards. MMP built a pressurized area within the extension—popularly called the “wasp waist” or “aquarium”—for personnel and equipment to travel through, while seawater filled the area around it to create an underwater hangar.

It is from this location that unmanned underwater vehicles, special operations craft, and other mission equipment are launched and recovered without having to utilize the torpedo tubes. To achieve this, ballast systems, control centers, and mission spaces were redesigned. The outcome was the most costly attack submarine ever constructed, at a cost of more than $3.5 billion.

Jimmy Carter has capabilities that no other U.S. submarine possesses. She can take Navy SEALs and their gear, conduct advanced remote-controlled vehicles, and perform very highly classified intelligence-gathering missions.

Her capabilities include being able to communicate with undersea communications cables—tapping them, severing them, or extracting sensitive material from the ocean floor. Carrying space for as many as 50 special operations personnel and their equipment, she provides unparalleled support to clandestine operations with the speed, stealth, and attack capability characteristic of the Seawolf-class.

Much of what Jimmy Carter has accomplished is out of public sight, but there are hints. Her crew has been presented with the Presidential Unit Citation for exceptional heroism in action, and the submarine has returned to port from time to time under the Jolly Roger—a classic naval practice indicating a successful mission. Based in the Pacific, she deploys in areas where seabed facilities, undersea cable systems, and clandestine monitoring are of increasing strategic value.

The emergence of seabed warfare has created a new front for international competition. Underwater cables, pipelines, and sensor arrays are essential to communications, trade, and national security—but equally exposed. The Jimmy Carter provides the U.S. with an influential capability to defend these resources or, if the need arises, disable those of a competitor. In this darkened world, where activities are covered up or denied, such capabilities as hers can mean the difference between strategic leverage and vulnerability.

The Navy is already planning for Jimmy Carter’s ultimate replacement. The upcoming Modified Virginia-class Subsea and Seabed Warfare submarine will expand on its special capabilities, integrating lessons learned from decades of clandestine operations. It will be projected to transport even more sophisticated unmanned systems, mini-subs, and mission payloads for seafloor control.

For the time being, the USS Jimmy Carter remains an isolated instance—a unique fusion of engineering ingenuity and strategic flexibility. She is a demonstration that the submarine force is not merely about stealthy patrols and missile attacks, but it is also about dominating the unseen battles waged at the bottom of the ocean. Her legacy will define the submarines and strategies of tomorrow, and the U.S. will not lose its advantage in the constantly changing undersea battlespace.

The USS George Washington (CVN 73) has returned to Japan, yet another U.S. naval power milestone in the Indo-Pacific. For nearly a decade, the forward-deployed carrier has been at Yokosuka in the USS Ronald Reagan. Now home is the George Washington—re-armed, rejuvenated, and with a close, continued relationship with Japan.

This turnover was far more than turning over keys to a new vessel. It involved months of planning with the Japanese government and involved transferring entire air wings, command personnel, and sections of the crew itself.

Nearly 350 sailors—nearly 13 percent of the Ronald Reagan’s personnel—joined the George Washington, bringing their hard-won regional experience with them. This careful transition made it possible for the smooth continuation of operations in a bid to maintain the experience gained over decades of being at sea to run uninterrupted.

Before setting off for Yokosuka, George Washington had to endure a gargantuan refueling and advanced overhaul (RCOH) at Newport News Shipbuilding. The operation that was spread over an effective six-year timespan and cost $2.8 billion refurbished the carrier to its initial state mid-life. From reactors to warfighting and avionics systems, almost everything was replaced.

The overhaul crew battled pandemic-enforced delays and supply chain issues, utilizing creative solutions and new technology to maintain the project’s momentum. The vessel is now ready to commission the Navy’s next-generation air wing, including the F-35C Lightning II, with increased range, stealth, and firepower than ever before.

Its return to Yokosuka is as much symbolic as it is about capability. In a visit aboard the carrier, Secretary of Defense Lloyd J. Austin III remarked that the arrival of a forward-deployed carrier is a strong expression of commitment. “When America sends a message that it cares, it generally sends a United States Navy ship.”.

When America must make a statement that it cares, it sends a carrier battle group, he explained. With Carrier Air Wing 5 and Destroyer Squadron 15, George Washington is ready to open up important shipping lanes, shore up alliances, and be ready for whatever comes next.

Transition was smooth partly because leadership. Rear Adm. Greg Newkirk, who led Carrier Strike Group 5 and Task Force 70 at turnover, commended both crews for professionalism and commitment, terming George Washington’s return “a tangible and lasting reminder of our nation’s resolve to uphold peace, stability, and freedom in the region.”

Under new command by Captain Timothy Waits—a battle-seasoned veteran of numerous carrier deployments across the Pacific and Indian Oceans—the ship has a firm hand on the rudder and a crew ready to take on forward deployment challenges.

The history of George Washington in Japan goes deep. It was the very first nuclear carrier ever to become its home in 2008, a new frontier for cooperation between the two nations. It became the hub of defense operations as well as humanitarian operations, such as the relief of the earthquake and tsunami disaster of 2011. On its return from extended scheduled refurbishments and overseas assignments, it returns again to reaffirm a firm and stable partnership.

Home now in Yokosuka, the USS George Washington stands ready with its newly upgraded systems, an experienced crew, and an old friend of a task—to help ensure peace, stability, and freedom in one of the world’s most critical maritime regions. Its path from overhaul back to redeployment is less about technology and engineering and more about sailors and leaders who bring meaningful life to the ship and make it a meaningful force.