Turkish submarine test-fires ‘Atmaca' anti-ship missile
The test took place on March 12, 2025, from the submarine TCG Preveze off the coast of Mersin in the Mediterranean Sea, as detailed in a press briefing by the Turkish Ministry of Defense. The missile was encased in a watertight capsule equipped with a propeller, designed to fit the submarine's 533 mm torpedo tube.
After launch, the capsule propelled itself away from the submarine before the missile ignited and exited the capsule. Footage shared on social media indicated that the missile was not carrying a live warhead, as there was no impact observed.
A critical aspect of the test was the submarine's ability to launch the canister from its torpedo tubes.
Developed and produced by Roketsan, the Atmaca missile serves as the primary offensive weapon of the Turkish Navy, gradually replacing the Boeing RGM-84 Harpoon anti-ship missile.
It is currently deployed on Ada-class corvettes and frigates undergoing the Barbaros mid-life upgrade.
International interest in the Atmaca missile has grown, with Indonesia and Malaysia among its export customers.
In November 2022, Indonesia signed a contract to procure 45 Atmaca missiles, marking its commitment to enhancing naval capabilities. Malaysia has also opted for the Atmaca missile system, planning to integrate it into its three Littoral Mission Ship (LMS) Batch 2 vessels, which are based on the Turkish Ada-class corvette design.
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Yahoo
5 hours ago
- Yahoo
Trump says Qatari jet could be ready for use as Air Force One in 6 months. Experts are deeply skeptical
President Donald Trump told reporters last month the donated Qatari jet could be ready for his use as Air Force One in February 2026, well ahead of the long-delayed delivery of two presidential planes from Boeing through a more traditional acquisition process. 'They say February,' Trump said in late July, when asked by a reporter when he expected to be flying on the new plane. 'Much sooner than the others. The others are being built.' But former Defense officials and aviation analysts express deep skepticism about how realistic that timeline is, citing the immense task of upgrading a foreign government's plane to meet Air Force One's distinct requirements and ensuring it is safe and secure for a president to fly on, especially internationally. Andrew Hunter is a former assistant secretary of the Air Force under the Biden administration. He oversaw an annual budget of more than $54 billion for hundreds of acquisition programs, including Air Force One. He thinks it would be 'challenging, if not impossible,' to complete the jet in that timeframe without Trump waiving some of the requirements that typically need to occur before a president can fly on a new plane. 'It would not be possible to replicate all the capabilities of an Air Force One on (the donated jet), on any time frame shorter than what they're doing with (the Boeing program),' he said. Beyond the timeline concerns from an aviation perspective, the plan to use a donated Boeing 747-8 from Qatar poses a lot of questions and has drawn bipartisan scrutiny. Many are skeptical of the legality and ethics of accepting such a gift. Others are worried about the threat to security, based on how much goes into a jet fit for the leader of the United States. But Trump remains undaunted and continues to project optimism about the timeline. 'We'll get this one a year-and-a-half, two years earlier (than the Boeing planes),' the president told reporters in late July. The contracted jets continue to undergo renovations in San Antonio. The Qatari plane was previously parked in the city as well while awaiting upgrades, but open source aircraft tracker ADS-B Exchange shows the jet flew to Fort Worth Alliance Airport on June 29. The plane has rarely popped up on the open source tracker since then, with it last being recorded in late July at the Texas airport. Too soon? Refurbishments on commercial jets that don't have the strict and complicated requirements of Air Force One can take weeks or months depending on how much work needs to be done and the age of the aircraft. For example, according to aviation website Simply Flying, certain maintenance checks involving the complete disassembly of a plane are done every six to 12 years. That comprehensive inspection typically takes between three to six weeks. But security concerns mean what the Qatari plane needs to undergo is even more arduous than that disassembly, experts say, and is very likely to take longer. The plane can be ready by February, said Richard Aboulafia, a managing director at boutique aerospace and defense management consultancy AeroDynamic Advisory, but not with the capability or security that an Air Force One needs, raising the possibility that the administration may plan to cut corners in order to deliver it in that timeframe. 'It is absolutely going to be ready to start flying in February,' Aboulafia said, 'and instantly transmitting every onboard conversation to anybody around the world who has a connection to it.' 'It's very different from stripping a plane down and inspecting it,' Aboulafia said. 'Very different – overhauling systems, overhauling engines, doing what you need to do to get the plane operationally ready. That's an extremely different job than scanning it for security risks, very different.' Retrofitting and installing the required security and communications equipment on a second-hand plane from another government, even a friendly one, is a monumental task, CNN has reported. US spy and security agencies tasked with the overhaul will need to essentially strip the aircraft down to its frame and rebuild it with the necessary equipment. The more changes made to the plane itself, said Frank Kendall, the Air Force secretary under the Biden administration, the more that will need to occur to ensure that it meets air-worthiness requirements, taking longer. 'There's a chance Trump will never get this airplane no matter what,' Kendall, who now does consulting work, said. However, Kendall, echoing other experts, said the donated jet could be ready in February, 'if the president waives almost all Air Force One unique requirements and minimizes modifications to the airplane.' 'It would probably result in a plane that would only be used inside the US,' he said. The White House and the Air Force did not respond to a request for comment. It's not clear where the upgrade process currently stands, and the experts CNN spoke to have not seen the jet in person. In early July, Defense Secretary Pete Hegseth and his Qatari counterpart signed an agreement outlining the terms of the jet's 'unconditional donation,' CNN previously reported, although the terms have not been formally announced. An addendum to the agreement reviewed by CNN last month said the Air Force 'is in the process of finalizing the transfer of registration and will immediately begin execution of the required modifications.' New Air Force One a long time coming Conversations about replacing the decades-old planes currently used by the president began years ago under former President Barack Obama. Momentum began picking up under the first Trump administration when he struck a deal to purchase two existing aircraft from Boeing, but the addition of a plane donated by the Qatari royal family has added a strange and some say concerning twist to the saga. In 2018, Boeing confirmed it received a $3.9 billion contract for two new presidential planes. By 2022, the president of the United States was supposed to be in a new plane. But that timeline also didn't pan out, leading Trump to find an alternative. When the president announced he planned to accept a jet from Qatar, it raised a lot of eyebrows. Several Republican senators expressed misgivings about the idea, noting the potential for security and legal risks. Trump's plan for the plane to go to his presidential library upon leaving office raised additional ethical concerns. And while Trump has said it would be stupid to turn down a 'free, very expensive airplane,' officials say renovating the jet could cost hundreds of millions of dollars. When asked how much it would cost to retrofit the new plane, Trump deflected. Officially, the price tag to retrofit the Qatari plane for use by the president is classified, but Air Force Secretary Troy Meink told lawmakers in June that it will 'probably' cost less than $400 million. 'That's up to the military. I really don't know. I haven't been involved,' Trump said last month. 'It's their plane, it's, you know, the Air Force,' he said. 'They'll be spending that amount of money.' The Air Force is looking to fund the upgrades by transferring hundreds of millions of dollars from the vastly overbudget Sentinel program to an unspecified classified project, sources familiar with a congressional notification about the transfer previously told CNN. Sentinel is a land-based intercontinental ballistic missile system that is being developed to replace the US' aging Minuteman III missiles. Boeing's jets in San Antonio still hold promise Boeing's contract to replace two Air Force One jets had an original delivery date of 2022 – but now the planes are potentially expected by 2027, a timeline that would deliver them while Trump is still in office. It's one to two years earlier than Boeing had most recently predicted, after a global pandemic, supply chain issues and other problems stalled production and the company incurred losses totaling $2.5 billion on the program. Hunter, the former Air Force assistant secretary, argues one of the biggest design challenges of the program is finishing interior design work on the aircraft. In 2021, Boeing fired GDC Technics, which was hired as a subcontractor to design and build the interiors of the new planes, and later sued the company, citing delays. GDC Technics countersued and later filed for bankruptcy. Boeing declined to comment on where the interior work stands. While the Qatari jet will require a major overhaul to ensure its safety, security and operability as it carries the president, the new Boeing jets are following the more traditional route, made in the United States by a well-known manufacturer. And Aboulafia sees promise in the troubled company, which is trying to turn a corner. 'Everything is kind of turning around,' Aboulafia said. 'They just had the second clean quarter for their defense unit, which was amazing … I have a much higher level of confidence in all of their programs, really, as a consequence of the management changes.' Delivering the planes in the next two years – which Darlene Costello, the Air Force's acting acquisition chief, suggested was possible during her testimony before House lawmakers in May – would mark a significant acceleration for the project. 'I would not necessarily guarantee that date, but they are proposing to bring it in '27, if we can come to agreement on the requirement changes,' Costello said, referring to contract requirements that are being loosened to get to that earlier date – such as the Air Force 'relieving' Boeing of some of the top-clearance security requirements for workers performing work on the aircraft, which has also been blamed for some of the delays. Kendall, the former Air Force secretary, said at the forefront of the minds of those working on a new plane, should be safety and security, rather than cost or speed. 'As Defense Department acquisition executive, I was responsible for both Marine One and Air Force One,' Kendall said. 'Over the years, the people that set the requirements for these aircraft and that work at the White House are not constrained by time or money unless directed otherwise by the president. They're constrained by their imaginations about which scenarios might occur in which they might need something to support or protect the president. Those 'requirements' dictate both cost and schedule.' CNN's Alejandra Jaramillo, Natasha Bertrand, and Chris Isidore contributed to this report.
Yahoo
7 hours ago
- Yahoo
Why Boeing Can Build A 737 In 9 Days (But The 747 Took Much Longer)
Boeing has been very fast at making the 737, maybe a little too fast, according to an NTSB investigation. As many as 52 Boeing 737s were leaving the assembly line every month by early 2019, thanks to production advances that shortened the assembly process to just nine days per plane. That's a sharp contrast to earlier days of the 737, when seven planes were produced on a monthly basis. But in March 2019, the FAA grounded the 737 MAX in response to two fatal crashes of the plane, one earlier that year and one in 2018. Production and sales would drop dramatically, but production would slowly start to rebound, that is, until January 5, 2024, when a 60-pound chunk of the fuselage blew off in the middle of Alaska Airlines flight 1262, depressurizing the entire cabin. This led to another temporary grounding, as well as another plummet in production and sales. The January 5 incident was due to the 737 in question leaving the factory with an unsecured door plug. The NTSB would place at least part of the blame on the rushed production of the 737 MAX, and the company would be forced by the FAA to cap its monthly output to 38 planes. It would take until May 2025 for Boeing to build back up to those production numbers, though. But, thanks to its nine -day build process, the company plans to increase monthly production of the 737 MAX to 42 planes by the end of this year, with FAA approval. If all goes according to Boeing's plan, production will ramp up to 57 planes per month by May 2027. Read more: These Should Be The Next Mail Trucks When The Post Office Gets Privatized Why Do They Need To Build The Boeing 737 So Fast? Boeing's ambitious goals to ramp up production of the 737 may seem odd in view of the plane's recent difficulties. But in spite of the 2018 and 2019 crashes, the 2024 Alaska Airlines incident, the FAA groundings, and the impact these events have had on sales, Boeing still has a massive backlog of over 4,000 orders to fill. Sales have begun to rebound, as well. Saudi-based AviLease, for example, recently ordered 30 Boeing 737 MAX planes. This follows an order by American Airlines for 85 737 MAX-10 planes, even though the MAX-10 isn't even certified yet. In fact, the Boeing CEO claims that the 737 is sold out for the rest of the decade. Then there are market pressures caused by competition. For instance, Airbus before the COVID-19 pandemic was able to produce over 60 of its A350 series planes on a monthly basis. It delivered 602 of these planes last year, averaging about 50 per month. Airbus plans to expand its production facilities and ramp up to 75 planes per month in 2026. Obviously, Boeing does not want to fall behind. The financial bottom line is important, too. Boeing needs to keep manufacturing costs down on a plane like the 737 in order to stay competitive. The more time a plane spends on the production line, the more man-hours are involved. Furthermore, Boeing has to keep its customers and shareholders confident that it can deliver planes on a timely basis. How The Boeing 737 Is Built So Fast Building a jet in just nine days is no easy task. Boeing began production of the 737 in 1968 and, by 1998, it was producing a mere seven planes a month, as everything in the build process was pretty much done manually. That year it would increase monthly production of the 737 Next Generation to 14 planes. In 1999, Boeing radically changed the way this plane was manufactured, enabling the 737 to be built in 11 days. When Boeing moved on to the 737 MAX, the process was further streamlined to nine days. Before this change, the 737 was assembled the way planes are traditionally built, which is called "garage-style". With this method, the plane stays in one spot during the entire process, while the different teams come to it at various stages in the production timeline. But the large volume of orders placed for the Boeing 737 meant there needed to be a faster way to build it. So, the jet is now placed on a conveyor that moves it forward at a speed of 2 inches per minute from one assembly team to the next. In theory, if one team can't finish its tasks before the plane has moved on, this is documented for the next team to finish. However, it is speculated that this is the part of Boeing's 737 build process that broke down and resulted in the January 5, 2024, Alaskan Airlines incident. The unsecured door plug wasn't documented, and thus the next team in the production didn't know it needed to be secured. So, Boeing has modified the production to a "move-ready" process, whereby the plane is moved along the line only after the team that is currently working on it has finished critical tasks. Building A Boeing 737: Days 1-4 One of the ways that Boeing has streamlined the assembly process of the 737 is that it orders the fuselage pre-built, instead of building it in the plant. The hollow shell is delivered by train from a supplier in Wichita, Kansas. Once it arrives at the factory in Renton, Washington, the assembly can begin. On days one through three, all the things that go inside the walls and panels, the wiring harnesses, plumbing, and insulation are installed, much the way a house is built after the frame and outer walls go up. At this stage, the avionic electronics are installed as well. Once these things are done, the hollow tube can be turned into an airplane. On day four, the wings, also pre-built, are lifted by cranes and attached to the fuselage. Lasers are employed to ensure the precise alignment needed for the wings. The vertical tail fin is also attached, as well as the landing gear. At this point, the structure is looking like a real airplane, at least from the outside. Building A Boeing 737: Days 5-9 By day five, system functional tests are ready to be conducted. This is also when the horizontal stabilizer, or tailplane, is fitted. Most work shifts to the inside, where floor panels are laid and galleys and lavatories are installed. Final work on flight control wiring is completed, as well. On day six, the power is turned on. This allows the team to test the landing gear, making sure it retracts like it is supposed to. Other major subsystems are able to be tested as well. This is a very important point in the build process. On day seven, the plane is able to stand on its own "feet", so to speak. It is taken off of the assembly jacks and lowered on to its own wheels. This is also when the engines are mounted to the 737, and the engine wiring and fuel lines are installed. A lot of testing is done on day eight. Diagnostics are run on the flaps, slats, rudder, elevator and other flight controls. The cockpit systems are tested pretty rigorously, as well. The systems are specifically tested to see how they work together. Final quality checks are done on day nine. The customer will conduct a walkthrough inspection while the plane is still in the factory. Once it passes all inspections, it is rolled out of the factory and on to a field for engine run-ups, taxi tests, and eventually a first flight. All that's left is painting the plane, which will take a few days. But by the end of day nine, the 737 is fully assembled. Why Did It Take So Long To Build The Boeing 747? Since the Boeing 737 can be built so efficiently, it might seem odd that it would take so much longer to complete a 747, 43 days, to be precise. But did you know that a single Boeing 747 contains 150 miles of wiring and over 6 million parts overall? The sheer size and complexity of the widebody 747 is one reason building it would take so long to build. The 747 weighs 206 tons empty, over four times heavier than a 737, and its wingspan is nearly twice that of the 737. Each wing required 40,000 rivets, and moving and attaching these massive wings required the use of cranes, which would take some time. The comparatively low sales volume of the 747 was another factor. During the 55 years it was in production, only 1,574 were built, compared to over 11,000 of the smaller 737s during that time. By the time production of the Boeing 747 was discontinued, only one plane was being built every two months, and the company was still keeping up with demand. It wasn't practical to dramatically overhaul the manufacturing process for the 747, as it was for the 737. Simply put, Boeing never needed to build the 747 in nine days. Boeing has certainly accomplished an impressive feat in its ability to build the 737 in just nine days on a consistent basis. But that speed in production hasn't come without cost, as seen in the government findings for Alaska Airlines flight 1262. Still, Boeing is determined to keep rolling out 737s at an ever-increasing pace. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
Associated Press
9 hours ago
- Associated Press
SRPT DEADLINE ALERT: ROSEN, NATIONAL TRIAL COUNSEL, Encourages Sarepta Therapeutics, Inc. Investors with Losses in Excess of $100K to Secure Counsel Before Important Deadline in Securities Class Action
NEW YORK, Aug. 10, 2025 (GLOBE NEWSWIRE) -- WHY: Rosen Law Firm, a global investor rights law firm, reminds purchasers of securities of Sarepta Therapeutics, Inc. (NASDAQ: SRPT) between June 22, 2023 and June 24, 2025, both dates inclusive (the 'Class Period'), of the important August 25, 2025 lead plaintiff deadline. SO WHAT: If you purchased Sarepta securities during the Class Period you may be entitled to compensation without payment of any out of pocket fees or costs through a contingency fee arrangement. WHAT TO DO NEXT: To join the Sarepta class action, go to or call Phillip Kim, Esq. at 866-767-3653 or email [email protected] for more information. A class action lawsuit has already been filed. If you wish to serve as lead plaintiff, you must move the Court no later than August 25, 2025. A lead plaintiff is a representative party acting on behalf of other class members in directing the litigation. WHY ROSEN LAW: We encourage investors to select qualified counsel with a track record of success in leadership roles. Often, firms issuing notices do not have comparable experience, resources, or any meaningful peer recognition. Many of these firms do not actually litigate securities class actions, but are merely middlemen that refer clients or partner with law firms that actually litigate the cases. Be wise in selecting counsel. The Rosen Law Firm represents investors throughout the globe, concentrating its practice in securities class actions and shareholder derivative litigation. Rosen Law Firm achieved the largest ever securities class action settlement against a Chinese Company at the time. Rosen Law Firm was Ranked No. 1 by ISS Securities Class Action Services for number of securities class action settlements in 2017. The firm has been ranked in the top 4 each year since 2013 and has recovered hundreds of millions of dollars for investors. In 2019 alone the firm secured over $438 million for investors. In 2020, founding partner Laurence Rosen was named by law360 as a Titan of Plaintiffs' Bar. Many of the firm's attorneys have been recognized by Lawdragon and Super Lawyers. DETAILS OF THE CASE: According to the lawsuit, throughout the Class Period, defendants made false and misleading statements and/or failed to disclose that: (1) ELEVIDYS, a prescription gene therapy intended for certain patients being treated for Duchenne muscular dystrophy, posed significant safety risks to patients; (2) ELEVIDYS trial regimes and protocols failed to detect severe side effects; (3) the severity of adverse events from ELEVIDYS treatment would cause Sarepta to halt recruitment and dosing in ELEVIDYS trials, attract regulatory scrutiny, and create greater risk around the therapy's present and expanded approvals; and (4) as a result of the foregoing, defendants materially misled with, and/or lacked a reasonable basis for, their positive statements. When the true details entered the market, the lawsuit claims that investors suffered damages. To join the Sarepta class action, go to or call Phillip Kim, Esq. at 866-767-3653 or email [email protected] for more information. No Class Has Been Certified. Until a class is certified, you are not represented by counsel unless you retain one. You may select counsel of your choice. You may also remain an absent class member and do nothing at this point. An investor's ability to share in any potential future recovery is not dependent upon serving as lead plaintiff. Follow us for updates on LinkedIn: on Twitter: or on Facebook: Attorney Advertising. Prior results do not guarantee a similar outcome. ------------------------------- Contact Information: Laurence Rosen, Esq. Phillip Kim, Esq. The Rosen Law Firm, P.A. 275 Madison Avenue, 40th Floor New York, NY 10016 Tel: (212) 686-1060 Toll Free: (866) 767-3653 Fax: (212) 202-3827 [email protected]
