Microsoft today released updates to remedy at least 398 security vulnerabilities in its Windows operating systems and supported software, including one weakness that is already being actively exploited and two others that were publicly detailed prior to today.

August’s overstuffed bundle of patch joy from Microsoft did not eclipse its recording breaking release of more than 570 security updates last month, but it is double June’s then-record batch of nearly 200 fixes. Microsoft has attributed the recent patch deluge to vulnerability discoveries aided by artificial intelligence, and experts roundly agree that Windows users should get used to the idea of Patch Tuesdays (the second Tuesday of each month) covering hundreds of newly discovered security flaws.

Fully 42 of the 398 flaws that Microsoft patched today earned Redmond’s most-dire “critical” rating, meaning they are severe enough that malware or malcontents could exploit them to gain remote control over a Windows computer with little to no help from the user.

The sole known “zero day” bug fixed by Microsoft this month is CVE-2026-68820, a privilege escalation weakness in a core Windows component called afd.sys, which the security firm Automox describes as “the driver behind Windows socket connections on effectively every endpoint.”

“This isn’t a front-door bug,” Automox’s Landon Miles wrote in a Patch Tuesday blog post. “It’s step two in a chain: an attacker phishes their way into a low-privilege foothold, then uses the driver flaw to take the box. The 7.0 score reflects the high attack complexity, because race conditions are fiddly. The exploit has to be thrown over and over until the timing lands. Someone is clearly landing it anyway.”

CVE-2026-62832 is another privilege escalation flaw that Microsoft has labeled likely to be exploited; this flaw, in the Windows User Profile Service, may be related to the recent “LegacyHive” public disclosure from the prolific bug hunter known as Nightmare Eclipse. The other publicly disclosed flaw is CVE-2026-72971, a low-impact local tampering vulnerability that Microsoft reckons is unlikely to be exploited.

Other major software makers are likewise increasing their patch volumes and cadence thanks to AI, including Adobe which last month moved to twice-monthly security bulletins published on the 2nd and 4th Tuesday of each month. Cisco, Google, Mozilla and Oracle also are shipping updates far more frequently and abundantly.

By all accounts, AI is quite good at finding security holes in software. But for now at least, patching the resulting bugpocalypse remains a heavily human-centric endeavor, and the jury is still out on whether AI technologies will turn out to be as good at fixing vulnerabilities as they are at finding and exploiting them. This is an important question when one considers that these same AI technologies also are suggesting fixes for the vulnerabilities they find.

Researchers at 1Password recently examined what happens when different large language models (LLMs) generate vulnerability patches for newly disclosed, complex vulnerabilities. They found the LLMs produced patches that failed to fix the flaw or added a new weakness in the process (or both) more than half the time.

Ed Skoudis, president of the SANS Technology Institute, said his team has seen excellent results using AI to generate patches, provided there are humans in the loop to test the suggested fixes and push for iterative improvements.

“AI is rapidly becoming astonishingly good at finding vulnerabilities, but this research shows that fixing them is a very different problem,” Skoudis wrote in a SANS newsletter today. “Don’t expect one-shot AI patching to work reliably. Instead, iterate, test, challenge, improve, and verify. AI can be an extraordinary patching partner, but today it still needs a skilled human at the keyboard.”

Tyler Reguly at Fortra says while reports of Microsoft patching hundreds of vulnerabilities in one go have prompted some organizations to try to patch faster, it’s important to bear in mind that only one of the almost 400 bugs addressed today is known to be actively exploited. Reguly suggested security leaders check in with their teams to see how they’re handling the increasing workloads, which often involve testing fixes before deploying them in production environments.

“If you’re a chief security officer talk to your teams about how they are shifting or modifying their workflows to better accommodate the patching shift that we’re seeing and support them across various organizational units by enabling the changes they want to see made,” Reguly said. “There’s no need to rush these updates, no matter what various vendors and organizations try to tell you. You need to make sure that you are rolling out safe updates that will not negatively impact your systems.”

Speaking of the humans behind the keyboards, don’t neglect to backup your system and/or data before applying this month’s monster patch load. The day after each month’s Patch Tuesday is sometimes derisively referred to as Reboot Wednesday, but it generally doesn’t hurt to wait a few days to apply these huge update bundles because it sometimes takes a couple of days for the occasional misbehaving patch to get ironed out properly by Microsoft.

For a clickable, per-patch breakdown by severity and urgency, check out this roundup from the SANS Internet Storm Center.

An aircraft powered by a megawatt-class hybrid-electric engine developed in collaboration with NASA and built by GE Aerospace, demonstrated flight of an innovation that can inform new generations of fuel-saving aircraft power systems.

Mounted to a Saab 340B aircraft, the engine flew at Farnborough International Air Show in the United Kingdom. It was the public debut of a system that has in recent months made historic test flights, becoming the first hybrid electric-powered aircraft to fly above 30,000 feet.

“This achievement reflects what NASA does best in aeronautics: we explore bold possibilities, validate them through rigorous research and testing, and work with industry to turn breakthrough ideas into technologies that bring real value for the American people,” said Laurie Grindle, director of the Aeronautics Division within the agency’s Research and Technology Mission Directorate at NASA Headquarters in Washington.

The testing leveraged work done through NASA’s former Electrified Powertrain Flight Demonstration project and the agency’s ongoing Subsonic Vehicle Technologies and Tools project – years of collaborative research that included key testing at NASA test facilities. 

The engine integrates electric motors, a gas turbine, and energy storage capabilities. It was designed to demonstrate the capacity to power an aircraft around the size of a regional-class jet, reducing fuel burn and costs without sacrificing performance. The unit’s technology and designs are expected to be used to help develop future hybrid systems that could lower airline operating costs. 

The demonstration flight came after years of rapid development for the technology. For NASA, it also validates work that stretches back to a time when hybrid aviation propulsion seemed almost beyond the horizon of possibility.

“This is the culmination of more than 15 years of work, and we did that because it’s going to have an impact for aircraft that will help reduce energy use and help U.S. companies and the public,” said Ralph Jansen, aerospace engineer at NASA’s Glenn Research Center in Cleveland. “It’s about having a vision that no one believes can happen and then doing the work to define and execute the research and development needed to make it happen.”  

This accomplishment was possible because of the collaborative effort of hundreds of people working on Electrified Powertrain Flight Demonstration and Subsonic Vehicle Technologies and Tools projects across NASA centers, in conjunction with GE Aerospace and its partner companies.

Hybird-Electric Evolves

In recent years, aviation has seen a boom in small aircraft and drones powered by electrical systems drawing from batteries. But large passenger and cargo planes require complex engines capable of supplying massive amounts of power. So more than a decade ago when NASA began contemplating hybrid systems, just the possibility of using electric motors to supplement some energy was a daunting engineering challenge. 

NASA spent about seven years performing preliminary research, working with small businesses and other partners to consider technological obstacles and the potential commercial viability of hybrid systems. During that time, the agency addressed several barriers to implementation including the power, thermal, and battery technology, and the integration of the power system, engine, and aircraft.

Through the agency’s Electrified Powertrain Flight Demonstration award, GE Aerospace and NASA worked with researchers to develop lighter and more efficient power systems and shrink key components – sometimes dramatically. 

NASA and GE Aerospace also leveraged agency facilities and resources to further their research. In 2022, GE Aerospace tested an integrated version of its propulsion system at NASA’s Electric Aircraft Testbed at the agency’s Neil A. Armstrong Test Facility in Sandusky, Ohio. Testing allowed the system to operate in conditions simulating 45,000 feet in altitude, the range in which commercial single-aisle aircraft fly. 

The team added components, including electric motors, power converters, propellers, and a GE Aerospace commercial engine, followed by more ground tests and eventual flight tests. For the researchers who’d spent years on the concept, seeing the engine powering an aircraft in flight was a major step in a long journey.

“I’ve got to say, I was pretty touched seeing it fly. It was just awesome,” Jansen said.  “It’s just like a regular plane, which is probably the best thing of all.”

NASA’s current support for this research is through the Aeronautics Division of its Research and Technology Mission Directorate.

NASA researchers recently put a new wing design, appearing long and thin with a lightweight structural design, through a series of grueling tests to find its structural limits. What they found left them encouraged about the wing’s potential, even when they pushed it past its intended limits.

The 15-foot Structural Wing Experiment Evaluating Truss-bracing (SWEET-15) test article is part of NASA’s research to develop future ultra-efficient aircraft. The design incorporates a long wing supported by an aerodynamic strut, based on NASA’s earlier Transonic Truss‑Braced Wing concept.

The research team is working to understand whether SWEET-15’s design and its new lightweight structural designs could help commercial airliners save fuel. But first, they need to understand how it behaves under the kinds of force wings experience in flight.

The SWEET-15 design originated with combining five different advanced composite manufacturing and assembly technologies that enabled the novel structural design. The 15-foot-long test article was then designed and fabricated at NASA’s Langley Research Center in Hampton, Virginia, before traveling to NASA’s Armstrong Flight Research Center in Edwards, California, for testing.

Over several months, NASA engineers intentionally bent the test wing in the Flight Loads Laboratory at NASA Armstrong. Numerous strain and load sensors, including fiber-optic strain sensors, were placed throughout the structure to track how the wing responded as forces increased.

The data from the sensors confirmed the predictions made by NASA’s computer models. According to initial findings, the wing withstood the anticipated in-flight forces without issue. The results provided the team with confidence in the new manufacturing approaches and methods for connecting wing parts used in SWEET-15, which could support future efficient aircraft designs. The manufacturing approach, developed at NASA Langley used the Integrated Structural Assembly of Advanced Composites robot, aims to produce lighter and stronger composite structures for aerospace vehicles.

The test concluded with a deliberate test-to-failure, where engineers increased loads beyond the wing’s design limits to determine how and where it would fail. The structure ultimately failed at roughly 127% of its design limit load, with visible damage appearing near the back edge of the wing and in the upper wing cover. This element of testing provided valuable insight into how the joints connecting the wing to its main strut and a secondary one, called a jury strut, behave under forces beyond the expected flight envelope.

This marks the first time a representative composite truss-braced wing configuration has undergone this type of structural evaluation.  It was made possible only through NASA collaboration across centers and projects, with researchers utilizing agency resources such as the Fiber Optic Sensing System developed to gather data on both aircraft and spacecraft.

To prepare for the testing, engineers at NASA Langley designed, analyzed, and manufactured the wing and completed safety preparations and lab setup.

Researchers will now analyze the data collected during testing to inform future airframe designs and support NASA’s ongoing efforts to develop more efficient aviation technologies.

The work is being conducted through NASA’s Subsonic Flight Demonstrator project in the agency’s Research Technology Mission Directorate. The successful testing of multiple innovative components marks a milestone in NASA’s aeronautics research.

To learn more, visit:

https://www.nasa.gov/aeronautics/

Microsoft Corp. today released software updates to plug at least 570 security holes in its Windows operating systems and other software, almost triple the number of vulnerabilities the software giant fixed in its record-smashing Patch Tuesday release last month. Microsoft attributed the burgeoning patch counts to vulnerability discoveries aided by artificial intelligence.

Nearly 60 of the bugs quashed in July’s Patch Tuesday earned a “critical” severity rating, meaning miscreants or malware could use them to seize remote control over a Windows device with little or no help from the user. Microsoft also addressed three zero-day flaws, including two that are already being exploited in the wild.

Two of the zero-day weaknesses allow an attacker to elevate their user rights on a Windows system, as do approximately 250 other elevation of privilege flaws fixed this month; they include CVE-2026-56155 — an Active Directory Federation Services bug — and CVE-2026-56164, a Microsoft Sharepoint vulnerability.

CVE-2026-50661 is a security feature bypass in Windows BitLocker that could allow attackers to gain access to encrypted data if they have physical access to the device. Microsoft said this bug has been detailed publicly, but that it is not aware of any active exploitation.

In a blog post on July 9, Microsoft Executive Vice President Pavan Davuluri wrote that Windows users will notice “a higher volume of security updates included in each security release” as a result of AI aiding in the discovery of vulnerabilities.

“The pace of vulnerability discovery is changing with advances in AI making it possible to find more issues, faster, across more code, with new mechanisms that can accelerate both discovery and analysis,” Davuluri wrote.

Jack Bicer, director of vulnerability research at Action1, called attention to CVE-2026-48561, a remote code execution flaw in Microsoft Copilot (with a 9.6 CVSS threat score) that allows an unauthorized attacker to execute code over the network. Microsoft says an attacker could exploit this bug by hosting a malicious website that causes Microsoft Edge for Android to automatically send crafted prompts to Copilot when a user visits the site.

As AI advances the state of vulnerability discovery and remediation, it is also making it easier for attackers to quickly devise working exploits for known software flaws. Microsoft has long labeled security bugs using its “exploitability index,” which is Redmond’s best guess as to how likely it is that attackers will be able to figure out a reliable way to exploit a given vulnerability.

But Satnam Narang, senior staff research engineer at Tenable, argues that Microsoft’s exploitability index needs to do a better job of shifting with the machine speed of discovery. For example, Microsoft originally gave this month’s SharePoint zero-day an exploitability rating of “less likely,” although the flaw was added to CISA’s Known Exploited Vulnerabilities list on July 1.

“Anthropic’s Red Team’s own findings for known vulnerabilities (n-days) revealed how fragile this system has become, with its Mythos Preview model being able to produce proof-of-concept exploits for 13 of 14 vulnerabilities that were rated ‘Exploitation Less Likely’ or ‘Exploitation Unlikely,'” Narang said. “What this means is that our way of looking at Patch Tuesday has changed, because the exploitability index is centered around humans, not AI tools, and as these tools continue to improve, defense needs to improve alongside it.”

Chris Goettl at Ivanti observed that the record patch numbers from Microsoft come as a number of other major software makers are increasing their patch cadence, including Adobe which announced today it is moving to twice-monthly security bulletins published on the 2nd and 4th Tuesday of each month (Adobe also cited AI for accelerating their patch cycles). Cisco, Mozilla and Oracle also are shipping updates more frequently, while Google’s patch batches in June 2026 totaled more than 900 security fixes, Goettl noted.

Backing up your Windows system and/or data is always a good idea before applying operating system updates. Given the volume of patches addressed this month it may be wise for end users to wait a few days before applying these fixes. It’s not uncommon for security patches to introduce system stability issues, and those chances probably increase quite a bit with the gigantic patch count released today.

Further reading:

Action1’s Patch Tuesday blog

Automox’s rundown

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