For the solution decided at the end of 2024 and finalized with Italy at the end of 2025, the domestic jet trainer solution came too late or, according to a domestic procurer, was “still too close to or behind the horizon”. This refers to the new single-engine supersonic trainer from Boeing and Saabthe T-7A Red Hawk. Planned to be used by the US Air Force (USAF) to replace over 350 T-38 Talon trainers, significantly less has happened since the first milestones – T-X program start in 2013, first flight in 2016, contract awarded to Boeing in 2018, first series production aircraft T2 in 2023 – than originally expected. Military News already reported last year about it. Today, the program is around six to seven years behind the original schedule.
Causes and resulting problems
As is usual with such programs, the delays are similar to much larger US projects (-> Big Ships, Big Trouble: Why the US Navy is failing with its giants), there are several, often overlapping causes. Boeing and Saab had developed the T-X demonstrator (BTX 1/2) digitally very quickly, and the USAF assumed that the transition to production readiness would be just as smooth.
In reality, however, the demonstrator was not representative of the later EMD aircraft. Problems arose with structural adjustments to the fuselage, the avionics architecture had to be redesigned, the practical integration of the ejection seats and emergency sequences was not yet guaranteed, and the software maturity level was significantly lower than expected. As a result, Milestone C (Low-Rate Initial Production), originally planned for 2020 or 2021, was postponed by around 12 to 18 months.
Critical phenomena in flight behavior
So far, this has been the biggest technical “blocker” of the program. During flight tests, the USAF found that the T-7A exhibited unstable pitch and yaw movements in certain flight attitudes, especially at high angles of attack and asymmetric loading in combination with aggressive maneuvers. The symptoms were described as wing-rock (roll/pitch oscillations) and buffeting at high angles of attack, coupled with insufficient rudder effectiveness in certain flight envelopes. As a result, the USAF refused approval for the next test phase, so Boeing had to retune the flight control system (FCS) and make aerodynamic adjustments – which led to a delay of around two years.
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Ejection seat and emergency exit system not safe
Then in 2021 and 2022 safety-critical problems occurred in 14 sled tests which the USAF – as the trainer is intended for pilots of all statures and genders – took particularly seriously. The escape system around the ejection seats (Collins ACES-5, not Martin-Baker) did not meet the requirements for light pilots under 62 kilograms and heavy pilots over 93 kilograms. Under certain triggering conditions, there was a risk of neck injuries due to insufficient stabilization during ejection. The glass breakage sequence (the seat penetrates the cockpit canopy) was also not reliable. This required a complete redesign of the sequence logic as well as seven more expensive sled tests with dummies. The result: a further delay of around one year.
Software maturity and system integration
The T-7A is a digital design program, and that became a problem in 2023 and 2024. Boeing relied heavily on model-based development, but the USAF found that many software packages were not “flight ready”. This meant that the simulator and aircraft software were not running in sync, the FCS was sometimes unstable and there were a high number of Category 1 defects. In addition, mission systems were not fully integrated and the embedded communication systems were not yet certified. This required repeated software releases, resulting in further delays of 12 to 18 months.
From 2024 to the previous year
Boeing handed over the last of five pre-production aircraft to the USAF in December 2024. At the same time, the after-effects of the Covid pandemic came to light in the form of supply chain problems with avionics and hydraulic components and a shortage of qualified personnel at the St. Louis production site. Added to this was a major strike from August to November 2025which further disrupted production. These bottlenecks at Boeing and its suppliers led to further delays in the production of series aircraft. The USAF has now postponed the planned Milestone C (start of series production) to 2026 – a full five to six years later than originally planned.
Armed F-7 variant unlikely for the time being
Two years ago, program managers in Dubai confirmed to Militär Aktuell that the USAF was considering an armed or optionally armed version of a light combat aircraft (LCA) based on the T-7. This is to bear the working title F-7 and serve as a possible replacement for older F-16s in less demanding missions. An RFI was contemplated but has not yet been released, and the USAF has not yet officially discussed the F-7 with Boeing. At this time, the USAF appears to want to stabilize the baseline program before considering derivatives.
The fleet strategy is currently defined as follows: F-35A as the main successor to the F-16, NGAD F-47 (-> Boeing NGAD F-47 is scheduled to take off as early as 2028) for high-end air dominance, Collaborative Combat Aircraft (CCA – Wingman) as a supplement and T-7A exclusively as a trainer. An F-7 would hardly fit into this structure – except as an inexpensive “gap filler”. However, this role is increasingly being assumed by the CCAs.
Textron on board
In a recent development, Textron Systems Corporation has been awarded a contract worth up to €53 million to support the USAF’s T-7A Maintenance Training System (MTS). The contract, awarded through business intelligence and analytics firm Pinnacle Solutions (part of Akima), includes a three-year base period valued at €35 million and options worth up to €18 million for additional training equipment. This strengthens Textron Systems’ position as a key provider of advanced defense training and simulation solutions for next-generation U.S. military aircraft.
Under the terms of the contract, Textron Systems will design, develop and produce a digital hull structure that will be deployed on three maintenance trainers, as well as fully deliver the Mid-Integrated System Maintenance Trainer (ISMT). As the T-7A has been developed digitally, advanced maintenance training is essential to ensure the sustainable operational readiness, availability and long-term efficiency of the fleet.
The core of the program is the use of integrated system maintenance trainers that provide maintenance personnel with a high-resolution, simulated training environment. They enable the performance and practice of removal and installation tasks, visual inspections, fault diagnosis and procedure verification without having to rely on operational aircraft. This significantly reduces costs while increasing training throughput.
Production in Goose Creek
All work takes place at the Textron facility in Goose Creek, South Carolina, which specializes in military simulation, mission training and maintenance training systems. Goose Creek supports a variety of U.S. defense programs and plays a central role in preparing crews and maintenance personnel for fighter, transport and bomber aircraft. Its involvement in the T-7A Maintenance Training System underscores the importance of the site within the U.S. defense industry.
Here for more news about Boeing, here to further news about Saab and here for more news about the US armed forces.
