aircraft

The US believed it had an invincible aircraft carrier. Until Sweden “knocked him down” again and again with a tiny submarine

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Exactly 20 years ago there was a fascinating scene which showed that brute force or dimensions monstrous They are not as fundamental as was believed when it comes to naval warfare. Shortly before that true story, the United States had announced to the four winds its most modern, heaviest and most grandiose nuclear aircraft carrier in history. So they took the most logical step: put it to the test. The exercise that turned out regular. In 2005, during maneuvers off the coast of California, the United States Navy allowed something unusual: Repeatedly engage a small, relatively inexpensive foreign conventional submarine to improve its anti-submarine doctrine. The chosen one was HMS Gotlanda Swedish diesel-electric submarine of just 1,600 tons. The objective was to train the aircraft carrier battle group USS Ronald Reaganone of the most powerful ships in the world, equipped with escorts, anti-submarine helicopters and advanced sensors. What followed it was unexpected: Time and time again, over two years of simulations, the Gotland managed to infiltrate the formation, position itself to fire, and “sink” the carrier without being detected. The result caused concern in Washingtoninterest in Moscow and Beijing, and a profound reassessment of the role of modern diesel submarines in contemporary naval warfare. The Gotland and the silent advantage. Gotland’s success was based on its system Air Independent Propulsion (AIP), specifically a Stirling engine capable of generating energy without needing to take air from outside. This allowed the ship to remain submerged for up to two weeks, maintaining a constant speed and extremely quiet, something that previous diesel versions they could not achieve. While nuclear submarines require cooling systems that generate detectable vibrations and noise, the Gotland could move almost without leaving an acoustic trace. Its hull was covered with materials that decreased sonar reflection, its tower included radar-absorbing materials, and the internal machinery was mounted on rubber shock absorbers to silence vibrations. Furthermore, it had with 27 electromagnets capable of reducing their magnetic signature before specialized sensors. HS Gotland Mobility and stealth. The Gotland maneuverability It was also decisive. Its design with X-shaped rudders and automated control systems allowed sudden changes in course and depth with great precision, making it suitable for operating in shallow coastal waters, where nuclear submarines are most vulnerable. In the context of the maneuvers against USS Ronald Reaganthe Gotland demonstrated that it could approach at great depth, obtain a firing position, and withdraw before American sensors will even detect alterations in the environment. Although in a real combat the aircraft carrier could survive several impacts, the essential fact is that it would have been knocked out of combat, which would change the strategic outcome of any naval operation. The US Ronald Reagan Economic and doctrinal threat. The Gotland cost about 100 million of dollars, which is approximately equivalent to the cost of two embarked F/A-18 aircraft. The USS Ronald Reagan, on the other hand, cost more than 6 billionwithout counting its escort or its air wing. In terms of cost-effectiveness, a relatively affordable submarine demonstrated that could neutralize an asset which represents the core of US naval projection. This revelation resonated especially in China and Russiawhich have since accelerated the development of AIP submarines. Today, China operates multiple submarine variants equipped with Stirling and Russia works on updated versions from the Lada projectwhile countries such as Japan, Germany, France, Israel, India and South Korea also develop or acquire submarines of this type. The challenge is not only technical, but also strategic: a small number of submarines of this type can make it difficult to use aircraft carriers near hostile coastlines, altering the way powers deploy their force. The “no” to diesel in the US. Despite the impact of the exercise, the US Navy decided not to repeat operate diesel submarines. Their reasoning is based on logistics and strategic reach: the United States deploys submarines thousands of miles from their bases, and needs units that can operate for monthspursue targets at long distances and sustain high speeds without the need to recharge batteries. Diesel-AIP submarines are ideal for defending territorial waters or coastal areas, but less suitable for prolonged ocean operations. For this reason, the US Navy has preferred to invest in nuclear submarines and, more recently, in unmanned underwater systems that could complement or replace escort and patrol missions. What the Gotland revealed. The history of HMS Gotland proves that naval supremacy is not guaranteed for size or cost of combat platforms, but for technological adaptation and understanding the strategic environment. Aircraft carriers remain formidable tools for projecting power, but their vulnerability to silent AIP submarines forces rethink doctrinesinvest in advanced detection and reconsider the type of forces used in environments close to enemy coasts. The key lesson was not the symbolic sinking of an aircraft carrier, but the realization that 21st century naval warfare can turn hierarchies upside down that seemed immovable. Those days showed that, in the ocean, silence is worth more than steel, and a small submarine can change the balance of an entire fleet. Image | WikimediaUS Navy In Xataka | The US has detected a naval advantage over China. The catapult of the Beijing aircraft carriers comes with a “factory” failure In Xataka | China has discovered an advantage to win the aircraft carrier race against the US: a “bubble” in its defense

The X-59 has flown and the illusion of the commercial supersonic aircraft returns

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Today, civil supersonic flight is a distant memory, a feat that left more questions than certainties after the end of the concorde. The industry focused on efficiency and autonomy, and the dream of crossing continents faster was shelved, in part because the sonic boom noise made it a limited and controversial privilege. Today that dream appears again, not with grandiose promises, but with a very specific objective: to demonstrate that you can fly faster than sound without shaking those on the ground. That return is no longer an intention expressed in documents or a static prototype. On October 28, 2025, the X-59 left the ground for the first time since PalmdaleCalifornia, and landed shortly after at NASA’s Armstrong Center in Edwards. The output was deliberately contained, intended to validate systems and basic behavior in flight. After landing, Lockheed Martin assured that “the X-59 performed exactly as planned,” a sign that the project is entering the phase in which tests replace mockups and promises. The project that aspires to change half a century of air rules The X-59 is a technological demonstrator developed by NASA together with Lockheed Martin to try to solve the biggest obstacle to civil supersonic flight: noise. Instead of the boom that has limited these aircraft for decades, its design seeks produce a much softer “hit”. Its long and stylized fuselage, the cabin located in the middle of the fuselage and a 4K external vision system instead of a front window They are essential pieces of that objective. It does not aspire to be a commercial aircraft, but rather to generate the data that could allow it one day. The first flight was cautious by design. NASA had anticipated that the initial outing would focus on testing systems integration, stability and communications, without yet entering high speeds or extreme altitudes. According to planning, it was a circuit at low altitude and low speed to validate the essentials: that the aircraft responds, that the telemetry flows and that the controls behave as expected. Supersonic will come later, when the program advances to the next phase of testing. The aircraft was officially presented in January 2024 at the Skunk Works facilities The road to that first flight has been long. NASA launched the project in 2016 and initially set takeoff for 2020, a deadline that was moved after facing technical challenges identified in 2023. The aircraft was officially presented in January 2024 at the Skunk Works facilities and, throughout 2025, completed engine tests, integration checks and running rehearsals. On July 10 of that year, Test pilot Nils Larson performed the first low-speed taxi, a sign that the ground phase was coming to an end. From this point, the program enters progressive mode. First, additional verification flights will be completed and then the speed and altitude will be increased until reaching the planned supersonic regime, with a ceiling of Mach 1.4 according to the official roadmap. NASA and Lockheed Martin will collect aerodynamic and acoustic data during this stage at the Edwards base. Later, the plane will fly over inhabited areas to evaluate the public’s reaction, a key piece to convey results to regulators. Beyond technology, the supersonic challenge involves regulation. In the United States, passenger flights at more than Mach 1 over land They have been banned since 1973when Congress imposed the measure due to the acoustic impact. Other countries apply similar restrictions. The Quesst program attempts to provide scientific evidence that allows these rules to be reconsidered, not based on hypotheses, but on verifiable measurements. If NASA can demonstrate that the noise of the X-59 is tolerable, civil aviation could recover some of the ground lost after Concorde. It is advisable not to confuse the X-59 with a prototype of a future passenger plane. It is, above all, a test bed. It will not transport civilians nor will it go on sale: its function is to generate evidence on the feasibility of silent supersonic flight. NASA intends for acoustic and social data to serve as a reference to adjust regulation. From there, if the industry considers that the scenario is favorable, commercial designs inspired by this experiment could emerge, but that horizon is still far away. From now on, each flight will provide information that will allow us to know if the X-59 bet has a future beyond investigation. The key will not be in the maximum speed, but in the sound footprint and the social response generated by the essays about real communities. Only then will regulators decide whether it is time to review rules that have remained largely unchanged since the 1970s. The project does not promise a new Concorde, but it does promise the possibility of opening a route that until now seemed closed. Images | Lockheed Martin (1, 2) In Xataka | The Comac C919 symbolizes China’s aerial dream: the trade war threatens to clip its wings in mid-takeoff

It is already the most delivered aircraft in history

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If you’ve ever taken a short or medium-haul flight in Europe, there’s a good chance you’ve traveled on an Airbus A320 or a Boeing 737. They are the two most common models in the continent’s airports, silent protagonists of millions of takeoffs each year. They have been operated by airlines of all types, from large national companies to the low cost companies that dominate the European market. Entire generations of passengers have flown on them, without knowing that they were part of a rivalry that has been in the air for almost four decades. For years, the A320 and 737 have been the heart of global air traffic. Their versatility made them the natural choice for airlines looking for a cost-effective aircraft capable of operating on both regional and medium-haul routes. In Europe, this combination of efficiency and size made them protagonists of the expansion of low cost and the growth of tourism. Their rivalry not only drove technical innovation, it also defined the economic balances between Boeing and Airbus on both sides of the Atlantic. A milestone that does not go unnoticed in Europe On October 7, Airbus reached a historic turning point. According to data from the British firm Cirium cited by Reutersthe European manufacturer surpassed Boeing in accumulated deliveries: 12,260 units of the A320 family since its entry into service in 1988. The record was materialized with the delivery of an A320neo to the Saudi airline Flynas, which became the 12,260th aircraft in the series. With this milestone, Airbus snatches from Boeing the title of most delivered aircraft in history, a recognition that the 737 had maintained for more than half a century. When we talk about “deliveries” in the aviation industry, we are not talking about orders or manufactured aircraft, but rather aircraft that have been completed, certified and officially transferred to an airline. It is the most tangible indicator of a manufacturer’s real activity, and also the one used by analysts like Cirium to establish comparisons. Airbus and Boeing have not publicly commented on the data, but industry sources agree that the count reflects a sustained trend: the A320 has been delivered at a higher rate than the 737 for years. The A320 was born with an idea that changed the game: carry the fly-by-wire to the single aisle plane. Launched in 1984 and operational since 1988, it consolidated a family with high communality that allowed training pilots and maintaining fleets with lower costs. Boeing, which had the historical lead with the 737, reacted after a contract from United Airlines in 1992 and evolved its range with the 737NG. Since then, the competition focused on who offered the most efficiency and flexibility to the airlines, rather than in visible advances for the passenger. The dominance of the 737 suffered after the MAX model accidents in 2018 and 2019which left more than 300 victims and forced production and service to be temporarily paralyzed. Those accidents triggered a reputational crisis that took Boeing years to stabilize. The company, now under the direction of Kelly Ortberg, is trying to regain the industrial pulse, but the halt in deliveries and regulatory reviews marked a before and after in its ability to compete against the sustained pace of Airbus. The dominance of the 737 suffered after the accidents of the MAX model in 2018 and 2019 Airbus is going through one of the busiest times in its history. With assembly lines in Toulouse, Hamburg, Mobile (USA) and Tianjin (China), the European manufacturer has progressively increased its capacity to respond to a demand of more than 7,000 earrings, according to Airbus. Its strategy is to increase the production rate up to 75 aircraft per month in the coming years. Boeing, still weighed down by delays and revisions to the MAX, maintains a lower flow, which consolidates Airbus’ industrial advantage in the most profitable segment of the market. Beyond the symbolic data, the leadership of the A320 has a direct translation into the European economy. Airbus coordinates a chain that distributes the workload between assembly lines in France and Germany and aerostructures and systems centers in Spain and the United Kingdom. In Spainspecialization in compounds, stabilizers and fuselage sections has consolidated a network of SMEs and large suppliers that export technology. Each increase in cadence implies more shifts, new certifications and medium-term contracts, a dynamic that supports qualified employment and knowledge transfer. At Boeing, the focus is on stabilizing the present before thinking about a successor for the 737. The company has accumulated considerable debt after years of crisis and faces technical limitations derived from current engines, which already operate close to their maximum efficiency. The managers have admitted that there will be no new development until there are clear advances in propulsion and materials. Meanwhile, the priority is to recover the pace of deliveries, reinforce manufacturing quality and maintain the confidence of the airlines. The pressure does not come only from the United States and Europe. China appears with COMAC and its C919 as a domestic alternative that aspires to gain traction outside its natural market, while Embraer debates whether to make the leap from regional jets to a larger capacity aircraft. None of this changes the board tomorrow, but it does mark a horizon in which Airbus and Boeing would no longer be alone in the single aisle. The A320 record does not mean that Airbus has definitively defeated Boeing, but rather that it has managed to prevail in a specific indicator: deliveries. The competition is still alive and the single aisle market It still has a lot of room for growth, especially in Asia. For the passenger, nothing will probably change in the short term: they will continue to board an A320 or a 737 depending on the airline. But behind each banknote there is an industrial story that explains how Europe has managed to balance the sky against its historic American rival. Images | Jan Rosolino | David Syphers In Xataka | The Comac C919 symbolizes China’s … Read more

China has just tested the Fujian with three different aircraft. Electromagnetic catapult is no longer theory, it is practical

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The cover of an aircraft carrier has always been a tension scenario: each takeoff is a millimeter choreography that combines steel and noise. For more than six decades, that scene was dominated by steam. Now, with him Fujianthat script is also written with electricity. We do not talk about an experiment behind closed doors, but of a public demonstration on deck with several different aircraft, the type of test that records that the electromagnetic catapult is operating in real conditions. The demonstration was not accidental. Coincided with the acts by the 80th Anniversary of Victory in the War against Japan and World War IIwhere prominence also passed through the sea. According to the Ministry of Defensethe Fujian served as a platform for three different models: the J-15T and J-35 and the KJ-600 early alert plane. The three performed cares assisted by catapult and land cable landings, marking a new chapter in their preparation. What was tested. According to Xinhuathe training phase served to check the interaction between the electromagnetic catapult, the braking system and different types of aircraft. The Navy explained that the exercises confirmed the “good compatibility” of the teams and that the Fujian already has the capacity of “full initial deck.” In practice it means that you can organize launch and recovery operations sequenced, preparing the land for a broader integration of its embarked wing. From steam to electromagnetism: For a long time, the steam catapults marked the take -off routine on the aircraft carriers. The EMALS American system introduced a paradigm shift: instead of pressure steam, it uses accumulated electric power and converted into a launch force. It is already installed in the USS Gerald R. Ford (CVN-78), first aircraft carrier to incorporate it. The US Navy ensures that It offers greater acceleration control, less wear on airplanes and cover and ability to boost light drones to heavy fighters. The transition reduces maintenance and opens the operational range. Three aircraft, three mission. The J-15T is the evolution of a veteran naval hunting, adapted to operate with catapults. Its role is to ensure the continuity of the aviation embarked while more advanced models arrive. The J-35, on the other hand, represents the jump to the fifth generation: a furtive hunt with greater scope and modern sensors. The KJ-600 trio completes, an early alert plane designed to expand the combat group and coordinate operations to hundreds of kilometers. Where is the Fujian today. The aircraft carrier began its sea tests in May 2024 and, since then, it has followed a progressive calendar. Systems and stability check settings have been made, while rehearsing cover operations. The latest exercises show that the ship has an initial capacity to operate with different aircraft, but has not yet reached the level of full operability required by an aeronaval group in long -range missions. Only two with Catapult EM. To date, only two armed ones have managed to integrate electromagnetic catapults into service aircraft carriers. As we point out above, the United States operates electromagnetic catapults in the Gerald R. Ford and China class has demonstrated its operation in the Fujian. These experiences place both armed in a high technological category, while the rest of the countries continue to use steam systems or lack catapults. It is a milestone that reflects the investment and industrial development scale necessary to get here. What changes on deck. Electromagnetic catapult opens a range of possibilities that were previously more limited. It allows drones or light aircraft with the same security as a great tonnage, and does so with less vibration and mechanical stress. For the crew, the work environment is quieter and less hot. In practice, it means that the aircraft carriers can sustain a greater number of daily exits with less maintenance between operations. Of the test at the service. The maneuvers carried out this month do not yet equate to have a fully operational aircraft carrier. The Fujian is still in an early phase: he needs to accumulate many more hours of sea and certify maneuvers in diverse conditions before being able to hold a embedded wing in the campaign. The Ministry of Defense speaks of a milestone, but also recognizes that it is missing. The transition from the demonstration to real capacity will be gradual and will depend on how systems respond in more demanding scenarios. The Fujian has gone from being a project wrapped in speculation to an aircraft carrier that shows on deck how its electromagnetic catapult works. The achieved this month is a visible milestone, although still partial. China thus enters a small club in which each electric takeoff is much more than a technical gesture: it is a declaration of intentions. The future will say how long it takes to convert these maneuvers into the routine of a fleet capable of operating with continuity on the high seas. Images | Ministry of National Defense (1, 2, 3, 4, 5) | In Xataka | For years the Airbus A380 symbolized European power against Boeing. Today it survives as a colossus without the kingdom

In 1980 Europe manufactured 700 aircraft to fumigate crops. Now they carry guided air-air missiles to “fumigate” Russian drones

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After more than three years since the Russian invasion in Ukraine, the war has transformed many of the conceptions that had modern battles. We do not speak just about technological advanceswhere The drones and the AI They have become fundamental pieces that the rest of the powers will apply to their defenses, but also from that artillery mixture of the past where The ingenuity (Due to lack of resources) it has been equally key. The latestfarm planes. Another improvised defense. Yes, Ukraine has incorporated a new piece into its arsenal of improvised solutions against drones: an agricultural plane ZLIN Z-137 AGRO TURBO MODIFIED To carry missiles Aire-Aire R-73one under each wing. This apparatus, normally used for crop fumigation, retains its civil aircraft silhouette, but It has been repainted With a military gray scheme and white stripes in the rear fuselage to reduce the risk of friendly fire. The video which shows its flush flight over a Ukrainian cornless does not require date or place, but confirms that the country continues to take advantage of resources available to reinforce its air defense. Designed in Czechoslovakia as a turboproproproprobous evolution of the Z-37 čmelák, the Z-137 entered into service in the 1980s and were manufactured More than 700 unitswidely used in the eastern block. The exact amount that could be available for Ukraine is uncertain, as well as the operational state of this armed specimen. The R-73 missile and its role in hybrid systems. He R-73called AA-11 Archer by NATO, is a short-range missile with high maneuverability infrared search engine and ability to hook whites up to 75 ° outside the front axle with the help of hull viewers. His Maximum range It is about 30 km against front and 14 km targets against whites in pursuit. Ukraine has reused him in multiple improvised platforms known Like Frankensamincluding land systems such as The serioushawkvehicles Osa antiacera Modified and Naval Drones Be dragon. The integration in the Z-137 seems to use APU-73, although no external sensors are observed, which suggests that the pilot would have to maneuver to place the objective within the field of vision of the missile, or that the installation of a flir system for day and night operations is contemplated. The connection of the plane to the National Surveillance Network, with radars, observers and acoustic sensors, would allow to receive Radio or Digital Link data For interception. Additional loads and future adaptations. In addition to missiles, the device shows cylindrical deposits or containers In internal supports whose function is not clear. They could be remains of their agricultural function, supplementary fuel tanks, weapons pods or auxiliary equipment. Its structure could adapt to other missiles already delivered to Ukraine, such as British Asraam, Sidewinder Americans or even AIM-9X latest generation. This versatility makes it a test bench to integrate weapons into platforms not originally designed for air combat, maintaining a low cost and a quick deployment. Tactical function and limitations. A plane of this type, although much slower than a hunt or an attack helicopter, could serve as “air picket” In specific areas, patrolling sectors where drone activity is foreseen and reacting to low -cost incursions for the enemy. Its limited speed reduces the ability to intercept multiple objectives at a great distance, but in delimited areas its presence It could be decisive. Operations of this type would be complemented with other media, from mobile equipment with machine guns and spotlights to complexes Patriot systemsusing each resource according to the threat detected. Strategic context and value in the wear war. Plus: the adaptation of Z-137 reflects the constant pressure that Ukraine suffers to defend against a high volume of Russian drones, especially The Shahedand the need to allocate the most advanced anti -aircraft systems to threats of greater entity. Faced with the shortage of modern batteries, these improvised solutions serve as a containment force, maintaining a balance between cost and effectiveness. The ability to build civil platforms with military missiles demonstrates a high degree of operational and technical flexibility, and emphasizes that in a prolonged war the war Inventiveness and speed of adaptation can be as decisive as technological sophistication. International precedents and parallels. Finally, we must remember that the use of agricultural aircraft for military functions is not exclusive to Ukraine. The United States Air Force recently introduced The OA-1K Skyraider IIa militarized version of Air Tractor at-802although with a different role and even in definition. Both in this case and in the Z-137 Ukrainianthe central idea is to take advantage of simple and resistant platforms as armament vectors, something that Russia has also tested with rudimentary solutions such as fixed weapons under slow aircraft wings. A trend that reflects A global pattern: In a scenario where drone threats proliferate, even aircraft designed for agricultural tasks can become armed hunters. Image | X, VITALY V. KUZMIN In Xataka | Russia has had an idea to make your kamikaze drones more lethal: launch them on Ukraine at 500 km/h In Xataka | Russia’s most advanced nuclear submarine was a secret. Until Ukraine has revealed everything, even his failures

Spain studies the viability of its first conventional aircraft carrier. We can expect sitting

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There was a time when Spain was one of the great powers of the sea. Gone are those times when even The US feared, for various reasons, the Spanish Navybut these last times have resurfaced interest in strengthening security in this environment. Projects like him New Bac II Combat Ship They are ours and, now, Navantia has a new commission: studying the viability of the first conventional aircraft of Spain. It will not be easy, but the project is tremendously ambitious. Studying possibilities. A few weeks ago, and how we read in The countrythe Navy commissioned the public shipyard Navantia a viability study on the construction of an aircraft carrier. The shipyard must specify the technical characteristics of the ship and pass budget data that, subsequently, the Government must approve, but although all the details to be specified, as we read in The debatethere are already those who point to the modern French carrier Charles de Gaulle as inspiration. What Spain wants. Unlike the French flagship, the new Spanish carrier would not be a nuclear aircraft carrier, but it would have similar dimensions, with more than 260 meters in length and about 40,000 tons. What is clear is that, as we say, it will be the first pure aircraft carrier that the Navy will have, and this must be clarified. In 67, the US ceded the Labyrinth To the Navy, then Navantia built The ruinous prince of Asturias And, currently, we have the Juan Carlos i. The three have space for both helicopters and airplanes, but although they have a ramp, they have an important limitation: the airplanes that can land and deploy are the Stovl, which start the movement in vertical. And what is the problem? That limits the model that you can operate, and with current AV-8B Harrier II That they ask for the time, it is urgent to have an aircraft carrier that is able to house more modern fighters and without so much dependence on the United States. For example, the FCAS Developed together by France, Spain and Germany. If in the end it has a naval version, of course. According to EFEthe intention of the Navy is that it has a cover with capacity for up to 30 state -of -the -art aircraft. Officially, Juan Carlos I is a “Ampibio assault ship” India comes into play. As they point in Infodefensethe development of a traditional aircraft carrier (without being electromagnetic Like those who already operate China and USA) or with nuclear propulsion as the aforementioned Charles de Gaulle, it should not be a challenge for Navantia. “Simply” will be expensive, it will take time and will have a lot of steel, but the technology is more than settled. And here Navantia can have an advantage as “training”: Türkiye. Navantia has already made some designs for Türkiye, such as TCG Anadolu which became the jewel of the Turkish Navy crown and, as we read in Infodefensethe Spanish company would also be developing with Türkiye a traditional aircraft carrier of more than 300 meters. It will be something that serves to acquire even more experience in this type of vehicles. Strategic strength. Having a “pure” aircraft carrier is necessary for Spain in the current context of geopolitical tensions, even with allies that we considered as close as the United States. Within the European Rearme Processit is also something that makes sense, as much as countries and France and the United Kingdom have collaborated to “Add” your nuclear arsenals. An aircraft carrier, even A vehicle with a very expensive maintenanceit is an important element of deterrence due to its implications, something that we have recently seen in the Tensions in the South China Sea. To Japan, that for years It was a demilitarized nationalready started moving in this regard and has already presented its First aircraft carrier since World War II. For long. On the other hand, there is no hurry for this first Spanish aircraft carrier. Those hurries will arrive when the Harrier are retired, because the F35B Americans, but as we said, there is on its way to go. If everything is fulfilled, we would be talking about the first aircraft carrier for about fifteen years, but to reach that point the Navantia report must convince the government and he authorize its construction. Image In Xataka | The size of the armies of the main powers, summarized in this interesting graphic

Japan has discovered rare earth tons on its most remote island. Casually, a Chinese aircraft carrier has just approached

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Year 2022. Japan Make a decision That he was going to be fruit months later. The Japanese nation did not want to depend so much on China in a matter of rare earths, so decides to start a series of projects to search for them even at the bottom of the ocean. In the summer of 2024 they give a treasure in that seabed: a site of 230 million tons Of those “precious” lands, a swag that are under the easternmost island of the nation. Chance or not, something unprecedented has just happened in front of the enclave: a Chinese fleet With an aircraft carrier. An unpublished maneuver. For the first timea combat group headed by the Chinese liaoning carriers He has entered the exclusive economic zone (ZEE) of Japan, marking a new phase in Beijing’s naval projection and awakening immediate concern In Tokyo and Washington. The group, composed of the aircraft carriers, two destroyers with guided missiles and a supply ship, penetrated waters to about 300 kilometers to the southwest of the Japanese Minamitori Islandthe easternmost point of the archipelago, before leaving the area to perform aircraft takeoff and landing exercises. Although Japan He avoided confirming If he presented a formal protest, he said he had transmitted an “appropriate” message to the Chinese authorities: he displayed the Haguro destroyer To follow the activity of the Naval Group. Minamitori and his treasures. As We explained at the beginningthe incident is not just symbolic: Minamitori It is not inhabited by civilians, but houses facilities of the Japanese weather agency, self -defense forces and coastguards. Beyond its isolation (about 1,900 km from Tokyo), this remote island has become a point of Geoeconomic interest Due to the vast submarine deposits of rare metals, especially manganese nodules. In fact, recent studies estimate that nearby seabed contain More than 200 million of tons of these resources, fundamental to Strategic technologies and high capacity batteries. The passage of Liaoning so close to the enclave adds a warning dimension on Chinese interest not only territorial, but also economic in areas where Japanese sovereignty is not in dispute. Minamitori Island Leave Vú. Although this has been the first documented incursion of a Chinese aircraft carrier in this part of the Japanese ZEE, the truth is that it is not An isolated fact. Liaoning himself had already sailed Last month Between two Japanese southern islands, also within another region of the Japanese ZEE. In September 2024, he crossed between Yonaguni and Iriomote, two islands near Taiwan, even entering into adjacent watersthat extend to 24 nautical miles from their coast. In each of these movements, Beijing has rehearsed navigation patterns that expand the operational scope of its navy, reinforcing its ability to operate far from its coastline and projecting power in sensitive areas. Tactical climbing. We have gone counting. These incursions occur in a context of Regional tensions persistent. Japan and China keep years ago A dispute over the Senkaku Islands (Diaoyu in Chinese), uninhabited, but strategically located in the Eastern China Sea. Beijing has not stopped pressing its claim with regular naval patrols (even with buoys), while strengthening its presence in the Western Pacific through demonstrations of force such as Liaoning. The repetition of these maneuvers suggests A deliberate campaign to expand the regional tolerance threshold in the Chinese presence in areas traditionally dominated by the United States and its allies. Contained response. The spokesman for the Japanese Ministry of Defense has been clear when interpreting the maneuver as An effort from China For “improving its operational capacity in distant areas”, a reading that coincides with the recent evolution of Chinese military doctrine, more ambitious and less disguised. Although Tokyo has opted for a rather mesurated response, focused on intensive surveillance instead of direct confrontation, the underlying message It seems unequivocal: Japan is not willing to normalize Chinese military traffic in its maritime influence areas, especially in areas close to resources strategic However, the lack of a formal diplomatic protest could be interpreted as an attempt to avoid an immediate escalation while alliances are consolidated and countermeasures are evaluated. A red line. What just a few years ago would have been unthinkable, that a Chinese combat fleet with an aircraft carrier would navigate so close to the Japanese eastern end, today is an operational reality with lasting implications. As China strengthens its fleet and displays your assets With greater confidence, the Pacific maritime border becomes a board increasingly unstablewhere the strategy of the consummate threatens with redefining the rules of the game. If you want also, the Liaoning transit Together with the Japanese island, not only defies the regional balance, but also rehearses the normalization of a Chinese military presence in key areas for the energy, territorial and technological security of Japan. A Key Chess Chart Oceanicone where each movement is a reaction test. Image | BaycrestUS Air Force In Xataka | China has been claiming as its islands from Japan 130 years. So he has made a decision: surround them with buoys In Xataka | Yonaguni’s Japanese island was known for its beauty and Bad Bunny. Now it is a military strength because of Taiwan

satellite images show what aim to be their next great aircraft carrier

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The satellite images of the Shipyard of Dalian, in the province of Liaoning, point to a key advance in China’s naval strategy: the possible construction of their fourth carrier. Known as Type 004, this ship would stand out for integrating an electromagnetic catapult system to launch airplanes and drones, in addition to having a greater displacement than the previous models. It is also speculated with the incorporation of nuclear propulsion, which would mark a significant leap in the operational capacity of the Chinese Navy. As The War Zone points outthe images obtained by Airbus and accessible on Google Earth correspond to last year, although they have recently earned attention. The satellite view suggests that the aircraft carriers continues at an early construction phase, with structures that seem to fit with the catapult system. In addition, models of a J-15 Flanker hunting and a naval helicopter from the Z-8 series have been identified. These types of elements are not accidental: they are usually used in the tests and the development of new aircraft carriers. A project that has been spinning for years Speculation about this aircraft carriers began almost a decade ago and gained strength in 2017, when a porch crane was installed in the Jiangnan shipyard. However, that project did not prosper and the rumors continued to emerge sporadically. It was not until March 2024 when the Admiral and political commissioner of the Chinese Navy, Yuan Huazhi, officially confirmed its existence. He assured that they did not face inconveniences and said that it would soon be announced if the aircraft carrier will have Nuclear propulsion. As we mentioned before, one of the greatest advantages of this aircraft carriers will be its catapult system, which would allow it to be at the level of the American R. Ford in this aspect. This offers key benefits, such as the ability to launch heavier planes. For the Chinese Navy, this means more flight autonomy thanks to a greater fuel load and more weapons capacity. If the nuclear propulsion is confirmed, the ship could operate without geographical restrictions, with a practically unlimited range. The models in Dalian’s shipyard You may ask what kind of aircraft will launch the TyPE 004. For now, there is no official confirmation, but analysts believe they will operate with KJ-600 aircraft, biturbohélice and comparable to the E-2 Hawkeye of the US Navy. These are aircraft of Early Warning and Airborne Controldesigned to provide surveillance, recognition and air space management. Equipped with a long -range radar, they can detect and track both aircraft and enemy vessels at large distances. Although there is no official confirmation, analysts suggest that Type 004 will operate with the furtive hunting J-35, optimized for missions in aircraft carriers and with advanced stealth technology. This would be supported by improved versions of J-15, a versatile hunting adapted to electromagnetic catapults. In addition, the incorporation of unmanned aircraft is expected, expanding their tactical capacities. With this combination, the Chinese Navy would reinforce its air domain in the open sea, integrating manned airplanes and drones in joint operations. Images | Google Earth screen capture In Xataka | China is already sailing its last amphibious beast. It has a huge cover for drones and points to three missions

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