Introduction
The United Kingdom’s ambition to remain a leader in combat‑air technology has produced one of the most audacious aerospace programmes of the 21st century: Tempest, now formally part of the Global Combat Air Programme (GCAP). Instead of upgrading the Eurofighter Typhoon ad infinitum, the UK has partnered with Italy and Japan to develop a sixth‑generation fighter that can address threats well into the second half of the century. The multi‑national programme aims to field an operational combat aircraft around 2035, while an intermediate Combat Air Flying Demonstrator (CAFD) will validate the technologies and manufacturing techniques needed for the future fighter. Since 2022 the project has accelerated, culminating in a July 2025 reveal of the demonstrator’s design. This article reviews the current state of the Tempest/GCAP effort and clarifies when the CAFD will fly.
Background: From Tempest to GCAP
The Tempest concept emerged from Britain’s 2015 Strategic Defence and Security Review, where the Ministry of Defence (MoD) committed to explore technologies for a Future Combat Air System. Britain subsequently established Team Tempest—a partnership between BAE Systems, Rolls‑Royce, MBDA and Leonardo UK—to investigate new airframe designs, propulsion, sensors and weapons. The concept was formally announced at the Farnborough Airshow in 2018, signalling an intention to deliver a sixth‑generation fighter by the mid‑2030s. Early designs emphasised stealthy outer mould lines, a large internal weapons bay and provision for unmanned “loyal wingman” drones.
While initially a national project, geopolitical realities and spiralling development costs encouraged Britain to seek partners. By late 2022 the UK joined with Japan’s Mitsubishi Heavy Industries and Italy’s Leonardo (and their respective supply chains) to create GCAP. GCAP merges Britain’s Tempest initiative with Japan’s F‑X and Italy’s future fighter programme and aims to produce a common aircraft. To manage the industrial collaboration, the three governments signed a treaty establishing the GCAP International Government Organisation (GIGO). In June 2025 the lead companies—BAE Systems, Leonardo and Japan Aircraft Industrial Enhancement Co.—launched a joint venture called Edgewing to act as design authority for the aircraft. BAE’s statement on the day of the launch explained that Edgewing “will be accountable for the design and development of the next generation combat aircraft” and will remain design authority for the life of the product, which is expected to extend past 2070. The same announcement emphasised that the joint venture will ensure coordination across the partners and will support the 2035 in‑service goal.
Structure and Governance of the Programme
GCAP is governed by GIGO, which includes officials from the three partner nations and sets requirements, funding arrangements and timelines. The Edgewing joint venture functions as the industrial integrator, drawing on each nation’s expertise—BAE Systems for airframe design and systems integration, Leonardo for avionics and electronics, and Mitsubishi for manufacturing scale and advanced materials. Edgewing’s first Chief Executive, Marco Zoff, formerly led Leonardo’s aircraft division and emphasised that the new company will “unite the strengths of our talented people in UK, Italy and Japan” to set a new standard for partnership and innovation. The joint headquarters is in Reading, England, and integrated teams will also operate in Italy and Japan. GCAP ministers aim to finalise the first multi‑national contract by the end of 2025, aligning the industrial partnership with the programme’s development phase.
Industrial Participation and Economic Impact
The Tempest/GCAP effort is not only a technological venture but also an industrial policy instrument. According to BAE Systems, more than 100 UK companies are already involved in the demonstrator supply chain, and GCAP is expected to support over 9,000 jobs across the partner nations. The Farnborough Aerospace Consortium notes that the project uses advanced digital manufacturing, cobotics and additive manufacturing, and that it has stimulated investment in education and research to build the skills base needed for 6th‑generation aircraft. The creation of Edgewing further secures long‑term jobs and ensures that design authority remains within a European–Asian consortium rather than being dominated by a single nation.
Design of the Combat Air Flying Demonstrator
On 17 July 2025, BAE Systems, Rolls‑Royce and MBDA, together with the MoD, publicly unveiled the design of the Combat Air Flying Demonstrator at the Royal International Air Tattoo (RIAT). The demonstrator is Britain’s first new piloted supersonic aircraft in 40 years and is built to test technologies and manufacturing techniques rather than to be a prototype of the final Tempest. The official release highlighted that two thirds of the aircraft’s structural weight—including the fuselage, wings and tail fins—was already in manufacturing. This progress underscores how the programme has moved beyond digital design into physical production.
External Features
Early conceptual art and the July 2025 reveal show a sleek delta‑winged aircraft with outward‑canted twin vertical tails and no horizontal tailplanes. The War Zone’s rendering describes “outward‑canted twin tailfins, diverterless supersonic inlets and an apparent absence of horizontal stabilizers”. while Breaking Defense notes that the design features a single cockpit, twin engines and a delta wing. The canted tails and chined fuselage minimise radar cross‑section, and the diverterless inlets reduce mechanical complexity while contributing to stealth. The demonstrator’s broad, sharp nose accommodates a large radar and offers space for advanced sensors. Its planform resembles the F‑35 but with a larger delta wing and twin engines, reflecting the need for greater internal fuel and payload capacity.
Propulsion
Rolls‑Royce is supplying Eurojet EJ200 turbofan engines for the demonstrator. The EJ200 is currently used in the Eurofighter Typhoon, providing a reliable and proven powerplant for flight trials. Rolls‑Royce is also investigating next‑generation engines with higher thrust and thermal management for the final Tempest, but these are not yet ready. According to Overt Defense, Rolls‑Royce has been testing Eurojet turbofan engines on the demonstrator, allowing engineers to refine intake design and engine integration. Aerodynamic engine testing at Rolls‑Royce’s Filton site has produced a uniquely shaped inlet duct that slows supersonic airflow to subsonic speeds at the engine face; the intake has fewer moving parts than traditional designs, improving stealth and reliability.
Manufacturing Innovations
One of the programme’s hallmarks is its reliance on digital and additive manufacturing. BAE Systems engineers use 3D printing, cobotics (collaborative robotics), digital twins, model‑based systems engineering and virtual simulation to accelerate development. The official BAE release emphasises that the main structure, wings and tail fins are being assembled using pioneering robotic and digital manufacturing technologies at BAE’s Lancashire sites. Aerospace Testing International adds that two thirds of the demonstrator’s structural weight is in manufacturing and that the aircraft represents the first piloted supersonic combat aircraft produced in Britain for four decades. These technologies reduce lead times and allow engineers to iterate designs quickly, improving quality and enabling the workforce to build complex components with higher precision.
Simulator Testing and Pilot Training
Before any flight, the aircraft’s systems and aerodynamics must be validated. BAE has built a bespoke simulator for the demonstrator. Test pilots from BAE Systems, Rolls‑Royce and the Royal Air Force have accumulated over 300 hours of simulated flight time. This simulator uses auto‑generated software code to create safety‑critical systems in days instead of weeks, enabling rapid assessments of the flight‑control laws. Overt Defense notes that the simulator helps pilots evaluate flight‑control systems during complex manoeuvres and gather data on handling characteristics. Over 14 test pilots have participated in these simulator sessions, according to FlightGlobal. The data will be instrumental in finalising control algorithms before the aircraft’s first flight.
Current State of the Program
Manufacturing Status
As of July 2025, the demonstrator is in advanced stages of construction. The fuselage, wings and tail assemblies are being built at BAE’s Warton and Samlesbury facilities using digital manufacturing lines. BAE reports that more than half of the aircraft’s total weight is already in build, and Aerospace Testing International specifies that two thirds of the structural weight is complete. Ejection‑seat testing has been conducted using a rocket‑propelled sled at speeds above 500 mph, ensuring pilot escape safety. Rolls‑Royce has been testing the engine inlet and duct on dedicated rigs to ensure the EJ200 can operate reliably when integrated.
Programme Milestones and Development Timeline
The most immediate milestone is to complete assembly of the demonstrator and begin ground tests. The BAE news release emphasises that the programme aims to fly the demonstrator within three years, meaning by 2027. This timeline is echoed across multiple sources: Overt Defense notes that test pilots and engineers expect the first flight in 2027. The War Zone’s analysis states that the demonstrator will fly in 2027 and feed into the final Tempest design. Breaking Defense likewise reports that the aircraft is on track for a 2027 first flight; and the Aviationist emphasises that two thirds of the structural weight is produced and that the demonstrator will be ready for flight by 2027. After flight testing begins, data from the demonstrator will inform the design of the final GCAP fighter. GCAP aims to progress from concept phase to full development in 2025, with the goal of fielding an operational aircraft around 2035. The Edgewing joint venture will handle design refinement and industrialisation to meet that schedule.
Reveal and Public Perception
The July 2025 reveal generated significant interest. BAE released an official image showing the CAFD flying over the River Blackwater in Essex. Aerospace Testing International described the scene as “white supersonic aircraft demonstrator positioned on a sandy beach with water and sunset in the background,” emphasising that this is the first time the public has seen the aircraft’s planform Richard Berthon, the UK MoD’s Director of Future Combat Air, stated that the reveal allows people to “see how this aircraft will look when it takes to the skies” highlighting the importance of transparency and public engagement. Tony Godbold, BAE’s Future Combat Air Systems Delivery Director, called the project “significant and challenging” and said it accelerates advanced manufacturing techniques and builds technical foundations and workforce readiness.. The message from both government and industry is one of confidence: the programme is making tangible progress and will deliver a demonstrator ready for flight trials in 2027.
Partnership Dynamics and International Collaboration
The July 2025 period also underscored the depth of GCAP’s international collaboration. In addition to the Edgewing joint venture, the partners are aligning requirements and budgets. Ministers from the UK, Italy and Japan met in July 2025 to establish a joint headquarters in Reading and committed to signing the first international contract by the end of 2025. This demonstrates a shift from bilateral cooperation to a fully trilateral programme with integrated decision‑making. The new headquarters will streamline governance and ensure that design, development and production decisions support all three nations’ requirements.
Future Outlook and Challenges
Expected Flight of the Demonstrator
The key question for many observers is when the Combat Air Flying Demonstrator will actually fly. All available sources point to 2027 as the target year. BAE’s release states that the demonstrator is set to fly within three years. FlightGlobal’s May 2025 reporting likewise suggests a first flight by mid‑2027. and the Aviationist notes that two thirds of the structural weight is already produced to meet a 2027 flight schedule. The War Zone and Breaking Defense articles confirm the same timeline. There has been no official statement indicating an earlier or later date as of July 24 2025, and thus the public expectation remains that the demonstrator will make its maiden flight in 2027.
Transition to the Final Tempest/GCAP Aircraft
After the demonstrator’s flights, data will inform the design and systems integration of the final Tempest/GCAP fighter. The GCAP partners plan to enter full development in 2025, sign the main industrial contract by the end of that year, and begin manufacturing prototypes in the late 2020s. Achieving a 2035 service entry requires sustained funding and political commitment across three nations. There is also discussion about whether the aircraft will be optionally crewed, incorporate directed‑energy weapons and advanced propulsion, and integrate networked swarms of unmanned systems. The Farnborough Aerospace Consortium notes that concepts such as an Airborne Supercomputer, laser weapons, modular open architecture and the integration of loyal wingman drones are being investigated within the programme. Whether all these technologies reach maturity in time for the 2035 in‑service goal remains uncertain.
Funding and Political Risks
The largest challenges are financial and political. Sixth‑generation fighters cost tens of billions of pounds to develop, and budgets must be maintained over a decade or more. The UK faces competing defence priorities, while Italy and Japan have their own industrial strategies. Aligning requirements and cost‑shares across three governments is complex. However, the Edgewing joint venture and the GIGO treaty indicate a high level of commitment to collective development. Another risk is technological: developing a new stealth fighter with advanced avionics, sensors, propulsion, materials and cyber‑security is fraught with engineering challenges. The demonstrator will mitigate some of these risks by de‑risking manufacturing techniques and flight‑control systems, but unforeseen issues could still cause delays.
Strategic Significance
The Tempest/GCAP programme is more than a fighter project; it is a statement about sovereignty, industrial capability and international alignment. For Britain, it preserves a domestic combat‑air industry after the Typhoon and maintains technological sovereignty. For Italy and Japan, it offers access to advanced technologies and ensures they do not become second‑tier partners in US or other programmes. The aircraft is envisioned to operate with “loyal wingman” drones, share data across multiple domains, and provide a large payload and extended range. The War Zone reports that RAF planners envision a fighter with roughly double the payload of an F‑35A and the ability to “cross the Atlantic on internal fuel,” reflecting a requirement for extreme range and endurance. If realised, these capabilities would give partner nations a uniquely capable platform for decades.
Conclusion
As of 24 July 2025, the BAE Tempest/GCAP programme has moved from conceptual design into tangible hardware. The Combat Air Flying Demonstrator is partially assembled, with two thirds of its structural weight in production and systems being tested in advanced simulators. The demonstrator’s design—with twin engines, canted twin tails and a delta wing—has been publicly revealed, marking the first time in four decades that Britain is developing a new manned supersonic combat aircraft. Manufacturing innovations such as 3D printing, cobotics and digital twins are central to the programme, and more than 300 simulator hours have been flown to refine the flight‑control system. The aircraft is scheduled to fly in 2027, and data from its trials will feed into the GCAP fighter that is targeted to enter service around 2035.
In parallel, the GCAP partners have formalised their collaboration through the Edgewing joint venture and the GIGO, ensuring that governance, funding and industrial responsibilities are aligned. While significant challenges remain—particularly funding, political commitment and technology maturation—the programme’s progress so far demonstrates real momentum. The 2027 flight of the Combat Air Flying Demonstrator will be a pivotal event: it will show whether Britain, Italy and Japan can deliver a complex aerospace project on schedule and will shape the future of European and Asian air power for decades.