Airborne autonomy is the next frontier in naval power

Recently, the Royal Navy’s Carrier Strike Group deployed alongside the Italian aircraft carrier Cavour, cutting a commanding silhouette through the Mediterranean.

The display of allied naval power came at a time of heightened geopolitical tension, but as Matt Moore, Business Development Director for Maritime Autonomy at Thales, points out, the next leap in capability may come not from what sits on the flight deck, but from what takes off from it.

Moore believes airborne autonomy marks a fundamental shift. “It’s a transformation as profound as the shift to steam power or the advent of digital systems,” he said. “It’s the next revolution in maritime operations.”

At the heart of this shift is the growing need for navies to do more without simply building more. Instead of adding platforms, modern forces are focusing on increasing the intelligence, integration and impact of those they already operate. In the UK, this effort is backed by £4.5 billion of investment, and expressed clearly in the Royal Navy’s Maritime Aviation Transformation Strategy. The aim is to build “a digitally led, crewed-uncrewed operating construct that is iterative, secure and capable of delivering decisive, battle-winning effect.”

The benefits of airborne autonomy are significant. Uncrewed systems can carry out missions that are dull, dangerous or time-consuming for humans, while reducing costs and operational risk. They offer speed, persistence and the ability to reach into contested areas, extending a quantitative advantage in range and endurance into a qualitative advantage in decision-making.

But deploying these systems at sea is not straightforward. “We’re designing systems that must take off and land in adverse conditions, often on moving and confined ship decks,” said Moore. Beyond the physical challenges, there is also the task of integrating new systems with legacy infrastructure, ensuring secure data flow into wider networks, and delivering timely intelligence to operators without delay.

For Thales, the solution lies not in more kit but in more compatible, capable systems. Moore highlights four key enablers: interoperability with existing combat systems, AI-driven data processing at the edge, robust cybersecurity by design, and training that supports both operators and machines in working together effectively.

A practical example is already in service. Peregrine, a rotary wing uncrewed air system, is flying operational missions alongside Wildcat helicopters in the Gulf of Oman. Deployed from HMS Lancaster, it provides persistent surveillance during nighttime interdiction operations, particularly when smugglers are most active. With Thales’ I-Master radar, Peregrine can see up to 180 kilometres and scan 800 square kilometres per hour. In one operation alone, it supported the seizure of over £5 million worth of heroin and methamphetamine.

“It’s replacing eyes that get tired and giving reach where there wasn’t any before,” Moore said. More importantly, Peregrine is building operational confidence. It has moved beyond trials and white papers, proving itself in deployments and contributing to frontline missions. Thales continues to iterate the design through exercises like REPMUS, trialling new payloads and refining its integration with combat systems.

With airborne autonomy maturing quickly, Moore sees a clear path ahead. “The intent is there. The investment is there. What’s needed now is the technology that commands can trust, and a mindset across defence that’s ready to adopt it.”

As the Royal Navy and its allies continue to push into the future of maritime operations, systems like Peregrine are already showing what that future looks like.