Defense & Military
Boeing Secures 315 Million Navy Contract for FA-18 Landing Gear Repair
Boeing awarded $315M Navy contract for F/A-18 landing gear repair, supporting fleet readiness and defense maintenance through 2029.
Boeing Secures $315 Million Navy Contract for F/A-18 Landing Gear Repair: Strategic Analysis of Defense Maintenance Operations
Boeing’s recent acquisition of a $315.12 million contract from the U.S. Navy for F/A-18 E/F Super Hornet landing gear repair represents a significant milestone in the ongoing maintenance and sustainment of America’s primary carrier-based fighter aircraft. This sole-source contract, expected to run through September 2029, underscores the critical interdependence between Boeing and the U.S. military while highlighting the complex dynamics of modern defense contracting amid Boeing’s broader corporate challenges. The contract comes at a particularly crucial time as the Navy maintains an impressive 80% readiness rate for its F/A-18 fleet, a dramatic improvement from less than 50% readiness in 2017, demonstrating the vital importance of robust maintenance and repair programs in sustaining military operational capabilities.
This development occurs within the broader context of a growing global aircraft landing gear repair market, valued at $1.82 billion in 2024 and projected to reach $2.55 billion by 2030, reflecting increasing demand for sophisticated maintenance services as aircraft fleets age and technology becomes more complex. The contract also illuminates Boeing’s continued strategic importance to U.S. defense operations, with approximately 37% of the company’s revenue coming from government sources, despite ongoing labor disputes and financial challenges that have impacted the aerospace giant’s operations across multiple business segments.
Understanding the significance of this contract requires a closer look at the historical evolution of the F/A-18 program, the technical and logistical scope of the new Navy order, Boeing’s current business landscape, and the broader implications for the global defense maintenance industry.
Historical Background and Evolution of F/A-18 Program
The F/A-18 Hornet program is one of the most successful multi-role fighter aircraft developments in modern naval aviation, originating in the 1970s as the U.S. Navy sought a versatile carrier-based aircraft capable of both air-to-air combat and ground attack missions. The platform evolved into the more advanced F/A-18 E/F Super Hornet in the mid-1990s, with Boeing assuming production responsibilities and delivering more than 2,000 aircraft since then. The Super Hornet remains the backbone of U.S. Navy carrier air wings, with approximately 820 aircraft operational across seven countries globally, the U.S. Navy and Marine Corps being the largest operators.
The F/A-18’s longevity and continued relevance stem from its adaptability and the Navy’s commitment to ongoing upgrades and life extension programs. The current Block III variant features advanced Avionics, improved survivability, and enhanced networking capabilities, ensuring competitiveness in complex threat environments. The aircraft’s robust construction and design for carrier operations make it uniquely suited for the rigorous demands of naval aviation.
Boeing’s role as the prime contractor for the Super Hornet program has cemented its position as a central figure in U.S. naval aviation infrastructure. The company’s St. Louis facility is the main production and modification center, employing thousands and supporting a vast Supply-Chain that extends internationally. This ecosystem delivers not only new aircraft but also comprehensive lifecycle support, including the landing gear repair services at the heart of the recent Navy contract.
The $315 Million Contract: Comprehensive Analysis
The $315.12 million contract awarded to Boeing is a sole-source procurement for the repair of F/A-18 E/F Super Hornet landing gear, running through September 2029. This approach underscores the Navy’s reliance on Boeing’s unique expertise as the original equipment manufacturer. The contract is structured as a one-off commitment with a spending cap, rather than a long-term agreement with options, reflecting the Navy’s current procurement strategy and the need for flexibility in defense spending.
Work under this contract is distributed across multiple locations: 37% in Longueuil, Quebec; 21% in St. Louis, Missouri; 18% in Fort Walton Beach, Florida; 12% at Safran’s Ontario, Canada facility; 6% in Coronado, California; and 6% among various material suppliers. This international distribution leverages the strengths of each location, mitigates risk, and integrates allied industrial capabilities into the U.S. defense supply chain.
The technical scope of the contract covers highly complex landing gear systems, which are crucial for carrier-based operations. These systems must endure significant stresses from arrested landings and catapult launches, requiring specialized maintenance involving structural assessments, hydraulic and electronic diagnostics, component replacements, and rigorous airworthiness testing. The integration of advanced materials and sensors further increases the complexity and need for specialized skills.
“The landing gear systems on F/A-18 E/F Super Hornets must withstand tremendous stresses during carrier operations, necessitating more frequent inspections, specialized repair techniques, and enhanced component durability standards.”
Boeing’s Defense Business Operations and Contemporary Challenges
Boeing’s defense, space, and security segment reported $6.6 billion in second-quarter 2025 revenue, a 10% increase from the previous year, with a backlog of $74 billion. This segment includes a diverse portfolio, F-15, P-8, T-7A, E/A-18G, C-17, and KC-46, providing resilience amid commercial aviation challenges. The F/A-18 program remains a cornerstone, offering both production and substantial sustainment income through Contracts like the current Navy order.
However, Boeing faces significant operational challenges. Since August 2025, a labor strike involving 2,400 defense workers at the St. Louis facility has disrupted production, including F/A-18-related work. The dispute centers on wage increases and retirement benefits, with union representatives seeking parity with other Boeing locations. Meanwhile, Boeing reported an $11.8 billion net loss in 2024, attributed to strikes, defense program charges, and workforce reductions.
Despite these headwinds, Boeing’s defense backlog and continued contract wins demonstrate ongoing customer confidence. Wall Street analysts project modest growth for Boeing, banking on the company’s critical role as a defense supplier. The Department of Defense’s continued support, even amid compliance concerns, reflects Boeing’s irreplaceable role in certain defense niches.
F/A-18 Fleet Maintenance Evolution and Readiness Enhancement Programs
The Navy’s 80% F/A-18 readiness rate, up from below 50% in 2017, is a testament to comprehensive reforms under the Naval Sustainment System-Aviation (NSS-A) framework. This system introduced predictive maintenance, improved parts availability, and streamlined logistics, sharply reducing per-aircraft maintenance costs and improving operational availability.
Fleet Readiness Center Southwest (FRCSW) is a key player, managing major Service Life Extension Programs (SLEP) and Service Life Modification (SLM) for the F/A-18 fleet. SLM extends Super Hornet airframe life from 6,000 to 10,000 flight hours, leveraging advanced inspection and modification techniques. Boeing’s recent early Delivery of upgraded Block III Super Hornets from St. Louis and San Antonio highlights the effectiveness of these partnerships.
Carrier-based operations subject F/A-18s to extreme mechanical and environmental stresses, making maintenance more demanding than for land-based aircraft. The integration of carbon composites, titanium alloys, and sophisticated electronic systems further complicates repair efforts, underscoring the importance of OEM expertise and advanced MRO capabilities.
“The NSS-A reforms reduced per-aircraft maintenance costs by approximately 50% for each F/A-18, demonstrating that improved readiness and cost effectiveness are not mutually exclusive objectives.”
Global Aircraft Landing Gear Repair Market Dynamics
The global aircraft landing gear repair and overhaul market is valued at $1.82 billion in 2024, with projections reaching $2.55 billion by 2030. Growth is driven by increasing air travel, aging fleets, and the adoption of advanced landing gear technologies. The Asia-Pacific region leads market expansion, while North America retains a significant share, with the U.S. controlling 40% of the regional MRO market and supporting over 4,000 certified repair stations.
Technological advances, carbon composites, electronic monitoring, and complex hydraulics, require specialized repair expertise, raising barriers to entry but creating opportunities for advanced providers. Predictive maintenance, AI, and machine learning are increasingly used to optimize maintenance schedules and reduce downtime, further transforming the industry.
Military aircraft, like the F/A-18, have more demanding operational profiles, leading to higher maintenance needs and more complex repair processes. Sole-source contracts, such as Boeing’s, provide stability for established providers but limit competition. Supply chain management and workforce development remain critical challenges in meeting the growing demand for advanced repair services.
Strategic Implications and Industry Analysis
This contract highlights the strategic dependence between the U.S. Navy and Boeing, reflecting broader trends of industrial consolidation in defense. The international distribution of work, including Canadian facilities, demonstrates the global nature of defense supply chains and the importance of allied industrial participation.
Boeing’s continued contract wins, despite labor and financial challenges, underscore its strategic value to U.S. national security. The timing aligns with Navy plans to sustain F/A-18 operations through the 2030s as the service transitions toward next-generation platforms like the F/A-XX.
The integration of advanced technologies into repair processes, such as additive manufacturing and digital twins, offers potential efficiency gains but requires significant investment. Environmental sustainability is also becoming a focus, with MRO providers adopting greener practices to align with broader industry trends.
“The contract’s multi-location approach, spanning facilities in Canada and the United States, reflects the increasingly international nature of defense supply chains and the strategic value of allied nation participation in critical defense programs.”
Conclusion
The $315.12 million Navy contract for F/A-18 Super Hornet landing gear repair is emblematic of the sophisticated relationships underpinning modern military aviation. The contract’s structure, duration, and international scope ensure critical maintenance capabilities for the Navy while providing Boeing with stable revenue amid broader corporate challenges. The success of this program will depend on effective logistics, workforce resolution, and the integration of advanced technologies.
Looking ahead, the continued evolution of F/A-18 sustainment programs will be shaped by technological advances, changing operational needs, and the ongoing transition to next-generation platforms. As the Navy prioritizes readiness and strategic deterrence, robust maintenance partnerships like this one will remain central to sustaining U.S. air power.
FAQ
What is the scope of Boeing’s $315 million contract with the U.S. Navy?
The contract covers landing gear repair for F/A-18 E/F Super Hornet aircraft, with work distributed across facilities in the U.S. and Canada, and is expected to run through September 2029.
Why was this contract awarded as a sole-source procurement?
Boeing is the original equipment manufacturer for the F/A-18 Super Hornet and possesses unique expertise, making it the only provider capable of meeting the Navy’s requirements for this critical maintenance work.
How does this contract fit into the broader context of the aircraft landing gear repair market?
The contract reflects growing demand for advanced maintenance services as fleets age and technology becomes more complex. The global market is projected to grow from $1.82 billion in 2024 to $2.55 billion by 2030.
What challenges does Boeing face in fulfilling this contract?
Boeing is currently experiencing labor disputes, financial pressures, and the need to integrate advanced technologies into repair operations. Effective management of these challenges is essential for contract success.
What impact does this contract have on U.S. Navy readiness?
The contract supports the Navy’s goal of maintaining an 80% readiness rate for its F/A-18 fleet, which is critical for operational effectiveness and strategic deterrence.
Sources:
ExecutiveBiz,
U.S. Department of Defense,
Boeing
Photo Credit: NAVAIR
Defense & Military
L3Harris AERIS X AEW&C Aircraft Advances Allied Defense Capabilities
L3Harris launches AERIS X AEW&C aircraft with advanced radar and high-altitude performance, securing major international contracts.
This article is based on an official press release and editorial content from L3Harris Technologies.
As global Air-Forces reassess their airborne surveillance fleets, a significant shift is underway from traditional, large-platform aircraft to smaller, highly missionized business jets. Leading this transition is L3Harris Technologies, which has officially positioned its AERIS X Airborne Early Warning and Control (AEW&C) aircraft as a next-generation solution for allied homeland defense. According to a recent company editorial release, the platform is designed to replace aging and expensive legacy surveillance aircraft with a more agile, cost-effective alternative.
The AERIS X platform is marketed as an immediate solution for the current decade, addressing urgent capability gaps exposed by modern conflicts. With the proliferation of drones, low-observable threats, and advanced missile systems, militaries are increasingly demanding persistent, survivable airborne intelligence, surveillance, and reconnaissance (ISR) capabilities. By utilizing a “military off-the-shelf” (MOTS) approach, L3Harris aims to bypass the decade-long development timelines typically associated with new defense programs.
The platform has already demonstrated substantial market viability. In late 2025, South Korea selected the AERIS X in a major defense procurement deal, and as of April 2026, L3Harris confirmed it has secured a second, undisclosed international customer, giving the program significant export momentum.
The AERIS X Platform and Technical Capabilities
High-Altitude Performance and Advanced Radar
According to L3Harris, the AERIS X is built upon the Bombardier Global 6500 business jet airframe. This platform selection allows the aircraft to operate at altitudes up to 41,000 feet. Operating at this high altitude is critical for AEW&C missions, as it maximizes the radar horizon, extends overall coverage, and increases the aircraft’s survivability in contested airspace.
The core of the AERIS X’s surveillance capability is its conformal dual-band Active Electronically Scanned Array (AESA) Radar-Systems, developed in partnership with Israel Aerospace Industries’ (IAI) ELTA Systems. The company states that this advanced radar system delivers true 360-degree, gap-free surveillance, effectively eliminating the fore and aft blind spots that plague older designs. Furthermore, the system reportedly offers a 30 percent extended detection range and features high resistance to modern electronic jamming techniques.
Open Architecture and Interoperability
A key selling point highlighted in the L3Harris release is the aircraft’s future-proof design. The conformal sensor integration preserves the Bombardier Global 6500’s outer mold line (OML). Utilizing a Modular Open Systems Approach (MOSA), the architecture allows allied air forces to integrate new sensors and software upgrades affordably over the platform’s lifecycle, without requiring extensive structural modifications or costly recertification processes.
“Allies are prioritizing platforms that can integrate new sensors and capabilities without extensive aircraft modifications. That’s the definition of future-proofing.”
To serve as a critical node in multi-domain operations, the AERIS X is equipped with advanced tactical datalinks, including Link 16, Link 22, JREAP-C, and SATURN. These systems ensure seamless interoperability with fifth-generation fighters like the F-35, as well as future Collaborative Combat Aircraft (CCA).
Market Traction and Strategic Partnerships
South Korea and Beyond
L3Harris has successfully leveraged the AERIS X to capture significant international defense contracts. In October 2025, the Republic of Korea selected an L3Harris-led consortium, which includes Bombardier, IAI ELTA Systems, and Korean Air, to provide its next-generation AEW&C fleet. The program, valued at over $2.26 billion, serves as a major endorsement of the platform’s maturity in a highly demanding regional threat environment.
“L3Harris is ready to deliver an advanced aircraft fleet that will strengthen mission effectiveness for a key American ally in the Indo-Pacific region. We look forward to collaborating with the Republic of Korea to develop, test, integrate and sustain this vital capability for years to come.”
Building on this success, L3Harris announced in April 2026 that it had secured a second order for the AERIS X from an unnamed international customer. The company emphasizes a tailored approach to these Partnerships, offering technology transfer and local sustainment to ensure allied nations maintain sovereign control over their defense assets.
NATO and European Expansion
Beyond the Indo-Pacific, L3Harris is actively pitching the AERIS X to European allies. The company is positioning the aircraft for NATO’s Allied Future Surveillance and Control Capability (AFSC) Program. Additionally, L3Harris is targeting nations such as Canada and Poland, emphasizing that interoperability with existing NATO and F-35 fleets is an essential requirement for modern defense.
“The operational lessons from current conflicts are unambiguous. Seeing everything and seeing it earlier aren’t nice-to-have features anymore – they’re requirements when defending your homeland.”
AirPro News analysis
The “David vs. Goliath” Shift in Military Aviation
We are observing a fundamental “David vs. Goliath” shift in military aviation procurement. For decades, airborne early warning was dominated by massive, commercial airliner-sized airframes like the Boeing E-3 Sentry. However, the crippling lifecycle costs, low mission availability rates, and sheer size of these legacy platforms have made them increasingly difficult to sustain. The pivot toward smaller, highly advanced business jets like the AERIS X reflects a broader industry trend prioritizing technological agility and speed of deployment over sheer airframe size.
The threat landscape has evolved rapidly. The rise of drone swarms, low-observable cruise missiles, and hypersonic weapons in recent global conflicts has forced militaries to demand 360-degree, jam-resistant radar coverage that can be deployed today, rather than waiting for next-generation development cycles to mature in the 2030s. By utilizing a commercial business jet base, defense contractors can deliver these capabilities much faster.
Economically, this shift makes sense for allied nations. Countries are currently investing billions of dollars into fifth-generation fighter fleets like the F-35. Platforms like the AERIS X are being marketed as the necessary, cost-effective “quarterback” in the sky required to maximize those fighter investments, networking disparate assets into a cohesive, multi-domain fighting force.
Frequently Asked Questions
What is the AERIS X?
The AERIS X is a next-generation Airborne Early Warning and Control (AEW&C) aircraft developed by L3Harris Technologies. It is designed to provide persistent airspace awareness, battle management, and networked command functions for allied militaries.
What aircraft is the AERIS X based on?
The platform is built on the Bombardier Global 6500 business jet, which allows it to operate at high altitudes up to 41,000 feet, maximizing its radar horizon and survivability.
Who has purchased the AERIS X?
In October 2025, South Korea selected the AERIS X in a $2.26 billion deal. In April 2026, L3Harris confirmed a second, undisclosed international customer has also ordered the aircraft.
Sources: L3Harris Technologies
Photo Credit: L3Harris Technologies
Defense & Military
USMC Awards Contract for Sikorsky Robinson Autonomous Cargo Helicopter
The US Marine Corps awarded Sikorsky and Robinson Unmanned $15.5M for the R66 TURBINETRUCK autonomous cargo helicopter under the MARV-EL program.
This article is based on an official press release from Lockheed Martin.
The United States Marine Corps has officially awarded a $15.5 million contract to Sikorsky, a Lockheed Martin company, and Robinson Unmanned for Increment 2 of the Medium Aerial Resupply Vehicle, Expeditionary Logistics (MARV-EL) program. Announced on April 27, 2026, the contract marks a significant milestone in the military’s push toward autonomous aerial logistics.
According to the official press release, the core of this new initiative is the R66 TURBINETRUCK. This newly developed autonomous cargo helicopter integrates Sikorsky’s flight-proven MATRIX™ autonomy system with the rugged, commercially successful R66 airframe manufactured by Robinson Helicopter Company.
We note that this development directly addresses the Marine Corps’ urgent requirement for a reliable, “middleweight” uncrewed logistics platform. The primary objective is to deliver critical supplies to Marines operating in highly contested and austere environments, entirely removing human pilots from high-risk supply runs.
The Strategic Context of the MARV-EL Program
The U.S. Marine Corps has been actively restructuring its forces to support modern operational concepts, specifically Expeditionary Advanced Base Operations (EABO) and Distributed Maritime Operations (DMO). A critical vulnerability identified in these frameworks is logistics. Sustaining small, dispersed units in contested littoral environments is increasingly difficult, as traditional ground convoys and crewed aircraft are highly vulnerable to modern enemy threats.
To mitigate these risks, the Department of Defense established the Unmanned Logistics System, Air (ULS-A) program, which categorizes uncrewed logistics into distinct weight classes. While the Marine Corps has already fielded small tactical drones for light resupply, a capability gap remained for heavier, mid-tier payloads.
Bridging the Logistics Gap
The MARV-EL program represents the “middleweight” tier of the ULS-A framework. Based on program specifications, it is designed to bridge the gap between small tactical quadcopters and large strategic airlifters. The R66 TURBINETRUCK is engineered to operate from unimproved landing zones, forward operating bases, and ship decks, providing a versatile solution for distributed forces.
Inside the R66 TURBINETRUCK
Unveiled earlier this year in March 2026 at the Verticon tradeshow, the R66 TURBINETRUCK is a heavily modified, uncrewed variant of the commercial Robinson R66 turbine helicopter. According to the developers, the aircraft lacks a traditional cockpit and crew stations. Instead, it features a high-volume fuselage, a dedicated cargo floor, and a nose-mounted clamshell door designed to facilitate the rapid loading of palletized freight via forklift.
The performance requirements outlined in the contract mandate that the aircraft carry a logistics payload ranging from 1,300 to 2,500 pounds. Furthermore, it must be capable of delivering this payload over a combat radius of 100 nautical miles (NM).
Powered by MATRIX Autonomy
The intelligence behind the TURBINETRUCK is Sikorsky’s MATRIX™ autonomy suite. The press release highlights that this system has accumulated over 1,000 flight hours of operational data, having been integrated and tested across 21 different aircraft types, ranging from small drones to UH-60 Black Hawk helicopters.
The operator workflow is designed for maximum simplicity in the field. An operator inputs mission objectives into a common digital handheld tablet. The MATRIX system then automatically generates a flight plan, utilizing onboard sensors and algorithms to navigate terrain, avoid obstacles, and safely reach the target location without requiring active remote piloting.
“Operators need logistics solutions that can keep pace with rapidly changing mission demands without increasing complexity. By combining MATRIX’s advanced autonomous capability with the rugged, flight-proven R66 airframe, the R66 TURBINETRUCK delivers that capability whenever and wherever it’s needed, no matter the environment.”
Development Timeline and Industry Impact
The journey to the MARV-EL Increment 2 contract builds upon years of iterative testing. Between July 2024 and July 2025, the Marine Corps evaluated early MARV-EL prototypes. Subsequently, from August to October 2025, Sikorsky participated in the Aerial Logistics Connector (ALC) Phase 1, successfully demonstrating the MATRIX system using an optionally piloted UH-60 Black Hawk to autonomously resupply forces. Sikorsky is now leveraging this direct operational experience for the R66 TURBINETRUCK integration.
Robinson Helicopter Company officially launched its “Robinson Unmanned” subsidiary on March 10, 2026, signaling a major pivot toward autonomous aviation for the legacy manufacturer.
“Our partnership with Sikorsky brings the trusted performance and reliability of the R66 platform into the unmanned logistics arena. The R66 TURBINETRUCK represents a significant step forward in expanding proven rotorcraft into scalable, autonomous cargo solutions…”
AirPro News analysis
We view the selection of the R66 TURBINETRUCK as a clear indicator of the Pentagon’s shifting procurement strategy toward “attritable” assets. By utilizing a proven, mass-produced commercial airframe rather than developing a bespoke military drone from scratch, the Department of Defense secures a platform with a lower acquisition cost and a highly established global supply chain for replacement parts. This ensures the asset is affordable enough to be lost in combat without causing devastating financial or strategic setbacks.
Furthermore, the maturation of Sikorsky’s MATRIX system, now integrated into its 21st distinct aircraft model, demonstrates that platform-agnostic, “plug-and-play” autonomous flight software is rapidly becoming an industry standard. This shifts the paradigm away from remote-piloted drones toward fully autonomous, decision-making aircraft.
While the immediate focus of the $15.5 million contract is military logistics, the dual-use potential of the TURBINETRUCK is vast. We anticipate significant commercial applications in the near future, particularly in disaster relief, remote-site commercial resupply, and aerial firefighting, where human pilots currently face extreme, life-threatening risks.
Frequently Asked Questions
What is the MARV-EL program?
MARV-EL stands for Medium Aerial Resupply Vehicle, Expeditionary Logistics. It is a U.S. Marine Corps program designed to field a “middleweight” uncrewed aerial logistics platform capable of autonomously delivering supplies to troops in contested environments.
What is the payload capacity of the R66 TURBINETRUCK?
According to the contract specifications, the R66 TURBINETRUCK is required to carry a logistics payload of 1,300 to 2,500 lbs over a combat radius of 100 nautical miles.
Who is developing the R66 TURBINETRUCK?
The aircraft is a collaborative effort between Sikorsky (a Lockheed Martin company), which provides the MATRIX autonomy system, and Robinson Unmanned, which provides the modified R66 turbine helicopter airframe.
Photo Credit: Lockheed Martin
Defense & Military
Honeywell Expands Phoenix Campus for US Navy Jet Trainer Engines
Honeywell to assemble F124 engines in Phoenix for Beechcraft M-346N, supporting the US Navy’s Undergraduate Jet Training System starting in 2027.
This article is based on an official press release from Honeywell.
Honeywell has announced plans to expand its Phoenix Engines campus by introducing on-site assembly for its F124 jet engines. According to a company press release, the newly assembled Honeywell F124-GA-200 engines are slated to power the Beechcraft M-346N, which is currently a candidate for the U.S. Navy’s Undergraduate Jet Training System (UJTS).
The expansion aims to co-locate engine manufacturing with the company’s existing engineering and design center in Arizona. Honeywell stated that this strategic alignment is designed to directly support the UJTS program, which is expected to be contracted by the Navy in 2027.
By bringing production closer to its design teams, the aerospace manufacturer hopes to streamline operations ahead of the Navy’s final decision. We note that this development represents a focused effort to bolster domestic defense manufacturing capabilities in the United States.
Powering the Next Generation of Navy Trainers
The Beechcraft M-346N and UJTS Program
The U.S. Navy is actively seeking to replace its aging fleet of T-45 training jets. Through the UJTS program, the military branch plans to procure a new combination of aircraft and simulators, with requirements calling for more than 200 new military aircraft, according to the manufacturer’s announcement.
To meet these requirements, Textron Aviation Defense and Leonardo have formed a teaming agreement. The press release notes that the Beechcraft M-346N candidate is part of an integrated training system based on Leonardo’s original M-346 aircraft. If the Navy awards the contract to Textron Aviation Defense, final assembly of the aircraft will take place at Textron’s East Campus in Wichita, Kansas.
Phoenix Campus Expansion and Production Details
Co-locating Engineering and Manufacturing
By bringing assembly to the Phoenix campus, Honeywell expects to streamline its production process. The company projects that assembly of the engines for the Beechcraft M-346N will begin in 2027. Over the subsequent 13 years, Honeywell anticipates building more than 400 engines, utilizing components sourced from 12 different U.S. states.
The F124 engine family has a long history in military aviation. The company highlighted that there are currently over 100 M-346 aircraft in service powered by F124 engines, and the broader F124 and Augmented F125 engine family has accumulated more than 1.5 million flight hours globally.
“We’re proud to start building our F124 engines in Phoenix as we support the U.S. Navy in its new jet trainer program,” said Dave Marinick, president of Engines & Power Systems at Honeywell Aerospace, in the official release.
AirPro News analysis
At AirPro News, we view Honeywell’s decision to expand its Phoenix footprint as a reflection of a broader aerospace industry trend toward consolidating engineering and manufacturing hubs. By emphasizing that the F124 engine contains parts from 12 U.S. states and co-locating assembly domestically, we believe Honeywell and its partners are strategically positioning their bid to appeal to the Department of Defense’s preference for robust, U.S.-based supply chains and manufacturing networks.
Frequently Asked Questions
What is the U.S. Navy UJTS program?
The Undergraduate Jet Training System (UJTS) is a U.S. Navy procurement program aimed at replacing the current fleet of T-45 training jets with over 200 modern aircraft and accompanying simulators.
Where will the new Honeywell engines be built?
According to the company, the F124-GA-200 engines will be assembled at Honeywell’s Phoenix Engines campus in Arizona, starting in 2027.
What aircraft will these engines power?
The engines are designed to power the Beechcraft M-346N, a training aircraft proposed by Textron Aviation Defense and Leonardo for the Navy’s UJTS contract.
Sources: Honeywell
Photo Credit: Honeywell
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