The F-47 is the United States Air Force's planned sixth-generation fighter under the Next Generation Air Dominance (NGAD) programme. Boeing won the Engineering and Manufacturing Development contract to build it, and it is intended to succeed and complement the F-22 Raptor. A separate report covers when the F-47 will actually arrive.

Boeing won the F-47 contract, announced by President Trump alongside Defense Secretary Pete Hegseth and Air Force Chief of Staff General David Allvin. The award was a major win for Boeing and a setback for rival Lockheed Martin, maker of the F-22 and F-35.

NGAD, or Next Generation Air Dominance, is the US Air Force's effort to field a sixth-generation air-superiority system centred on the crewed F-47 fighter operating with drone wingmen. It aims to keep US air dominance against advanced rivals, as covered in this look at the defence-budget winners and losers.

The F-47 is described as combining advanced stealth, high speed, long range, and improved survivability, and is designed to operate alongside uncrewed drone aircraft. Renderings show canard control surfaces, an unusual choice for a stealth design that has drawn attention from analysts.

The F-47 is intended to replace the F-22 Raptor as America's premier air-superiority fighter, with production numbers expected to exceed the size of the existing F-22 fleet. Unlike the F-22, it is designed from the outset to team with autonomous drone wingmen.

Critics have questioned the F-47's canard control surfaces, which can complicate stealth, and the speed of a decision that earlier Air Force leaders had framed as facing "difficult options." Rival Lockheed Martin, which lost the contract, may also challenge the award.

No verified evidence supports a literal "kill switch" that would let the United States remotely disable allied F-35s. Experts say the real dependency is on US-supplied Mission Data Files, software updates, spare parts, and logistics systems, without which the jet's effectiveness gradually degrades.

Mission Data Files (MDFs) are the threat-library data the F-35 uses to identify and counter enemy radars and systems, compiled and regularly updated by the United States. Industry expert Bill Sweetman has argued this update dependency, not a mythical kill switch, is the genuine concern for foreign operators.

ALIS, the Autonomic Logistics Information System, and its cloud-based successor ODIN manage the F-35's maintenance, supply chain, and data flow. They do not fly the aircraft, but restricting access or withholding spare parts could create serious logistical problems for allied operators.

Because the F-35 is the backbone of many NATO air forces, partners worry that dependence on US software, data, and spare parts could give Washington leverage over their operations. The concern feeds wider debates about European defence autonomy, including Europe's own next-generation fighter plans.

The F-35 is operated or on order across many NATO and allied nations, where it serves as the core of future air power. Switzerland, for instance, is among newer buyers, though its order has been revised downward even as assembly began.

There is no credible evidence the US can flip a switch to ground an allied F-35 mid-flight. The more realistic lever is control over Mission Data File updates, software, and the spare-parts pipeline, which would slowly reduce a jet's combat capability rather than disable it instantly.

The Dassault Mirage III is a French-built delta-wing fighter from the Cold War era, prized for its speed, versatility, and all-weather interception. Built by France's Dassault, it was flown by record-setting test pilots such as Jacqueline Auriol and adopted by several nations, including Switzerland.

Switzerland selected the Dassault Mirage III in the 1960s to modernise its air force and protect its neutral airspace. The deal included assembling and producing components locally, a milestone for the Swiss aerospace industry, and the jets served from the late 1960s into the early 2000s.

The "Mirage Affair" was a Swiss political and financial scandal over the Mirage III purchase. An original plan to buy 100 jets for 871 million Swiss francs ballooned to over 2.4 billion francs by 1964, triggering parliamentary investigations, official resignations, and a cut in the order to 57 aircraft.

Switzerland originally planned to buy 100 Mirage IIIs, but cost overruns during the Mirage Affair forced the order down to 57 aircraft. The fleet was later upgraded with advanced avionics and electronic warfare systems to stay effective into the early 2000s.

The Mirage III's high speed and ability to intercept intruding aircraft at various altitudes suited Switzerland's alpine terrain and neutral-airspace defence. It became a cornerstone of Swiss air defence despite its troubled, scandal-marred introduction.

The Swiss Air Force phased out the Mirage III in the early 2000s as newer types took over. Switzerland has continued modernising and more recently selected the F-35A as its next-generation fighter, though that programme has faced its own cost debates.

The "Caspian Sea Monster" was a giant Soviet ekranoplan — a ground-effect vehicle that flew just metres above the water on a cushion of air. Spotted by US spy satellites in the 1960s, the huge, ship-sized craft baffled the CIA, hence its monstrous nickname. Read more about the Caspian Sea Monster.

An ekranoplan is a vehicle that uses the "ground effect," skimming low over water or flat terrain on a trapped cushion of high-pressure air for extra lift and efficiency. The Soviets built several, blurring the line between aircraft and ship. Modern versions still appear, such as China's Bohai Sea Monster.

The Lun-class was a massive Soviet military ekranoplan armed with anti-ship missiles, designed to skim over the sea at high speed below radar coverage and strike enemy vessels. Only one was completed, and it became one of the most striking machines of the Cold War.

Soviet engineers were encouraged to pursue bold, unconventional designs to leapfrog Western technology, producing everything from ground-effect giants to record-breaking interceptors and rocket-powered prototypes — daring machines that were often as dangerous as they were innovative.

The MiG-25 "Foxbat" was a Soviet interceptor capable of roughly Mach 2.8, built to chase high-flying spy planes and bombers. Its blistering speed alarmed the West, and a related record flight set the absolute altitude record for a jet.

Most of the wildest designs, like the giant ekranoplans, were built only in tiny numbers and never saw mass service due to cost, complexity and limited usefulness. Yet they remain fascinating glimpses of Soviet ambition and engineering daring during the Cold War.

The widely recognised boundary is the Kármán line, which lies at an altitude of 100 kilometres (about 62 miles) above sea level. It marks the conventional border between Earth's atmosphere and outer space, used by aviation and aerospace bodies as the dividing line between aircraft and spacecraft territory.

The Kármán line is the boundary between Earth's atmosphere and outer space, set at 100 km (62 mi) altitude. Above it, the air is too thin for conventional aircraft to generate lift, so an object must travel at orbital speed to stay aloft. It is the standard definition of where space begins.

A fighter jet like the MiG-29 can climb to around 17–19 km on an Edge of Space flight — high in the stratosphere but still far below the 100 km Kármán line. From that altitude you can see the curvature of the Earth and a darkening sky, the closest a MiG-29 experience gets to true space.

Not in level flight — but people have fallen from near it. Daredevils have ridden balloons to the stratosphere and jumped from the edge of space, free-falling back through the atmosphere. Reaching orbital space itself, however, still requires a rocket to achieve the necessary speed and altitude.

Above about 100 km the atmosphere is so thin that wings can no longer generate meaningful lift, no matter how fast a plane flies. To stay up beyond that point an object must move at orbital velocity, which is the realm of spacecraft. That physical limit is why the Kármán line defines the edge of space.

The McDonnell Douglas (now Boeing) F-15 Eagle holds an exceptional kill-to-loss ratio of 102 to 0. However, pilot skill and training heavily influence such records, so kill ratio alone is a limited measure of which fighter is truly best. The F-15 is famous enough to have landed safely on one wing.

The Lockheed Martin F-22 Raptor was the world’s first and, as of 2016, only operational fifth-generation fighter. It is a stealth air-superiority aircraft nearly invisible to radar, and was also the most advanced and most expensive production fighter built to that point. Fifth-generation design marked a major leap over earlier jets.

Fifth-generation fighters combine stealth (low radar observability), advanced sensors and avionics, and integrated electronic systems for air superiority. The F-22 Raptor set the benchmark, with later or planned entrants including the F-35 Lightning II, Russia’s Sukhoi T-50 (PAK FA), and China’s Shenyang J-31. The trajectory continues toward sixth-generation designs, traced in military aviation history from the Zeppelin to the sixth generation.

Because best depends on the metric. Kill ratio favours the F-15, but it is shaped by pilot training as much as the aircraft. Stealth and avionics favour the F-22, yet its real-world edge is debated. New types keep arriving, so whatever is best today is soon challenged — making the answer a moving target rather than a fixed winner.

The Lockheed Martin F-35 Lightning II is frequently cited as the most expensive military program ever, while the F-22 Raptor was the most expensive production fighter of its time. High cost is a recurring theme in modern fighter development — and sometimes fatal to it, as when a major European next-generation fighter program collapsed.

The MiG-29 excels in close combat thanks to three strengths: exceptional agility and aerodynamics, a high thrust-to-weight ratio, and a helmet-mounted sight. The helmet sight, paired with the R-73 missile, let its pilot lock onto a target simply by looking at it — a decisive edge over Western fighters of its era.

A furball is fighter-pilot slang for a large, chaotic close-range dogfight involving multiple aircraft from both sides swirling together. In that confused, turning fight, raw agility and quick target acquisition matter more than long-range missiles, which is exactly the arena where the MiG-29 was designed to shine.

A helmet-mounted sight projects targeting information onto the pilot's visor and lets them cue a weapon simply by looking at the target. On the MiG-29, combined with the agile R-73 missile, it allowed off-boresight shots that Western fighters initially could not match — a major advantage in a close-in turning fight.

Yes. The same agility that makes the MiG-29 a fearsome dogfighter is on full display during a MiG-29 Fulcrum experience, where passengers feel the tight turns and rapid manoeuvres firsthand. It is currently the only modern supersonic fighter offered for civilian flights worldwide.

The MiG-29 remains the only modern supersonic fighter available to paying passengers, prized for the agility and performance that once made it a top dogfighter. Its combination of power and manoeuvrability translates into a thrilling ride, which is why it anchors experiences like the Edge of Space flight.

Flying a fighter jet is expensive but possible for civilians. A MiG-29 supersonic experience flight starts at around EUR 13,500 for 45 minutes, or EUR 11,500 for a 25-minute non-supersonic flight. Military operating costs are far higher — Austria calculated roughly EUR 70,000 per flight hour for its Eurofighters. You can even fly a fighter jet yourself through experience providers.

Air Force One, the Boeing VC-25A (a modified 747-200), costs about USD 206,337 per flight hour according to figures released under the US Freedom of Information Act. That makes presidential travel extremely expensive — one 2013 overseas trip reportedly cost taxpayers nearly USD 8 million.

Fighter jets are costly to operate because they burn huge amounts of fuel and require intensive, specialised maintenance. Supersonic jets consume far more fuel than subsonic trainers, which is why trainer flights are significantly cheaper. Crews, spare parts, and runway operations all add to the high hourly cost.

The Northrop B-2 Spirit stealth bomber is widely regarded as the most expensive aircraft ever built, and it is correspondingly costly to operate. Other expensive aircraft to run include Air Force One and the E-4 "Nightwatch" airborne command post.

The E-4 "Nightwatch" is a militarised Boeing 747 that serves as a US airborne command-and-control centre, designed to keep national leadership operational during a crisis. It is among the most expensive aircraft to operate and has been seen flying to events such as the Davos World Economic Forum.

No. The Red Arrows are the Royal Air Force's official aerobatic display team, and they do not take members of the public for rides — access is extremely limited even compared with other display teams. Commercial operators cannot arrange a Red Arrows passenger flight, however much they might like to.

The Red Arrows are Britain's famous Royal Air Force aerobatic display team, known worldwide for their precise formation flying and red Hawk jets. They perform at airshows and national events, but as a serving military unit they are not available for civilian passenger flights or paid rides.

Yes. While the Red Arrows are off-limits, civilians can fly in other jets. MiGFlug has offered flights in British classics such as the English Electric Lightning and Blackburn Buccaneer, and still offers the Hawker Hunter, Jet Provost and Strikemaster, as well as the popular L-39 Albatros experience.

Over the years civilian flights have been offered in British-built jets including the English Electric Lightning, the Blackburn Buccaneer, the Hawker Hunter, the Jet Provost and the Strikemaster. Availability changes over time, but Britain's rich aviation heritage means several of its classic jets have carried paying passengers.

Very few. Most national display teams, like the Red Arrows, are serving military units that do not offer public rides. A handful of teams have occasionally taken civilians, but it is rare and tightly restricted. For a guaranteed experience, civilians instead book dedicated jet-flight operators flying aircraft such as the F-14 Tomcat or other classic jets.

The USS Gerald R. Ford (CVN-78), lead ship of the US Navy's newest carrier class, cost more than USD 13 billion, making it the most expensive warship ever built. That is far more than even the world's priciest superyachts.

EMALS, the Electromagnetic Aircraft Launch System, is a catapult that uses electromagnetic energy instead of steam to launch aircraft from carriers. Introduced on the Ford-class, it is estimated to increase daily aircraft launch capacity by around 25% compared with the steam catapults used on Nimitz-class carriers.

The Ford-class generates about three times the electrical power of the older Nimitz-class. That extra power enables the electromagnetic EMALS catapults, advanced systems, and potential future weapons such as railguns, while boosting the ship's daily aircraft launch rate by roughly 25%.

A railgun is an electrically powered weapon that uses electromagnetic force to fire projectiles at extremely high speed, without gunpowder. The Ford-class carrier's greatly increased electrical capacity could in principle support such weapons, which the US Navy has tested in sea-trial programmes.

US Navy supercarriers operate fixed-wing jets launched by catapult, including fighters like the F/A-18 Super Hornet and, historically, the F-14 Tomcat. These carrier-based aircraft are launched with catapults and recovered using arrestor wires across the flight deck.

The USS Gerald R. Ford was built as CVN-78 and began sea operations in the mid-2010s. It introduced major new technologies, including electromagnetic EMALS catapults and roughly tripled electrical generation compared with earlier Nimitz-class carriers.